U.S. patent application number 15/588941 was filed with the patent office on 2017-11-23 for vehicle control system, vehicle control method, and medium storing vehicle control program.
This patent application is currently assigned to HONDA MOTOR CO., LTD.. The applicant listed for this patent is HONDA MOTOR CO., LTD.. Invention is credited to Masahiko Asakura, Suguru Asakura, Koji Hashimoto, Kazunari Ochi.
Application Number | 20170334451 15/588941 |
Document ID | / |
Family ID | 60329405 |
Filed Date | 2017-11-23 |
United States Patent
Application |
20170334451 |
Kind Code |
A1 |
Asakura; Masahiko ; et
al. |
November 23, 2017 |
VEHICLE CONTROL SYSTEM, VEHICLE CONTROL METHOD, AND MEDIUM STORING
VEHICLE CONTROL PROGRAM
Abstract
A vehicle control system includes: a driving controller that
performs automated driving in which at least one of speed or
steering control of a vehicle is performed automatically, and
manual driving in which both speed and steering control are
performed based on an operation by an occupant, by implementing one
of plural driving modes having different levels of automated
driving; an operation element that receives a driving operation by
an occupant of the vehicle; a storage controller that stores
information related to a positional relationship of the operation
element with respect to the occupant in each driving mode, and
that, when a positional relationship of the operation element with
respect to the occupant has been changed, stores information
related to the changed positional relationship; and a drive
controller that drives an adjustment mechanism to adjust the
positional relationship between the operation element and the
occupant, based on the positional relationship.
Inventors: |
Asakura; Masahiko;
(Wako-shi, JP) ; Hashimoto; Koji; (Wako-shi,
JP) ; Ochi; Kazunari; (Wako-shi, JP) ;
Asakura; Suguru; (Wako-shi, JP) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
HONDA MOTOR CO., LTD. |
Tokyo |
|
JP |
|
|
Assignee: |
HONDA MOTOR CO., LTD.
Tokyo
JP
|
Family ID: |
60329405 |
Appl. No.: |
15/588941 |
Filed: |
May 8, 2017 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60W 2520/10 20130101;
B60W 50/0098 20130101; B60W 30/12 20130101; G05D 1/0088 20130101;
B60N 2/0244 20130101; B60W 10/20 20130101; G01C 21/26 20130101;
B60W 2756/10 20200201; G01C 21/34 20130101; B60W 2710/20 20130101;
B60W 2720/24 20130101; B60W 2720/14 20130101; B60W 2420/52
20130101; B60W 10/04 20130101; B60W 2720/10 20130101; B60W 30/18163
20130101; B60W 30/16 20130101; B60W 2420/42 20130101; G01S 19/13
20130101; B60W 50/082 20130101; B60W 2720/106 20130101 |
International
Class: |
B60W 50/08 20120101
B60W050/08; B60W 10/04 20060101 B60W010/04; B60W 10/20 20060101
B60W010/20; G05D 1/00 20060101 G05D001/00 |
Foreign Application Data
Date |
Code |
Application Number |
May 17, 2016 |
JP |
2016-098786 |
Claims
1. A vehicle control system comprising: a driving controller
configured to perform automated driving in which at least one of
speed control or steering control of a vehicle is performed
automatically, and to perform manual driving in which both of the
speed control and steering control of the vehicle are performed
based on an operation by an occupant of the vehicle, by
implementing one driving mode from out of a plurality of driving
modes having different levels of automated driving from each other;
an operation element configured to receive a driving operation by
the occupant of the vehicle; a storage controller configured to
store information related to a positional relationship of the
operation element with respect to the occupant in each of the
plurality of driving modes in a storage section, and, when the
positional relationship of the operation element with respect to
the occupant has been changed from a preset positional
relationship, configured to store information related to the
changed positional relationship in the storage section; and a
driving controller configured to drive an adjustment mechanism to
adjust the positional relationship between the operation element
and the occupant, based on the information related to the
positional relationship stored in the storage section by the
storage controller.
2. The vehicle control system according to claim 1, wherein: the
plurality of driving modes includes a first mode and a second mode
having a higher level of automated driving than the first mode; and
when the positional relationship of the operation element with
respect to the occupant has been changed from the preset positional
relationship while the second mode is being executed by the driving
controller, the storage controller stores, in the storage section,
at a timing when switching from the second mode to the first mode
or a timing when the positional relationship is changed,
information related to a moved position of the operation element
after change.
3. The vehicle control system according to claim 2, wherein: the
adjustment mechanism includes a drive mechanism configured to drive
a driver seat of the vehicle; and the drive controller adjusts an
amount of tilting of a backrest of the seat or adjusts a position
of the seat by driving the adjustment mechanism, and, when the mode
is switched from the first mode to the second mode, causes the
drive mechanism to drive the driver seat of the vehicle such that
the position of the driver seat is moved in a direction away from
the operation element with which the occupant performs a driving
operation of the vehicle.
4. The vehicle control system according to claim 3 further
comprising: a state detection section configured to detect a state
of the occupant; wherein, when the state detection section has
detected that an occupant of the vehicle is in a seat behind the
driver seat, the drive controller is configured to instruct the
drive mechanism so as to limit a movement amount of the driver seat
rearward.
5. The vehicle control system according to claim 3, wherein: the
first mode includes a manual driving mode in which the occupant
performs a driving operation of the vehicle, and a first automated
driving mode in which the occupant needs to monitor surroundings;
the second mode includes a second automated driving mode with a
lower requirement for the occupant to monitor the surroundings than
the requirement in the first automated driving mode; and when the
mode is switched from the first mode to the second mode, the drive
controller causes the drive mechanism to drive the driver seat of
the vehicle such that the operation element relatively moves in a
direction away from the occupant.
6. The vehicle control system according to claim 2, wherein: when
the positional relationship of the operation element with respect
to the occupant has been changed from the preset positional
relationship while the second mode is being executed by the driving
controller, the storage controller updates the information related
to the positional relationship in the first mode stored in the
storage section in accordance with the changed positional
relationship.
7. The vehicle control system according to claim 2, wherein, when
the vehicle has arrived at a set destination while the driving mode
is the second mode, the drive controller instructs the adjustment
mechanism such that the positional relationship of the operation
element in the second mode is maintained.
8. The vehicle control system according to claim 2, wherein: the
adjustment mechanism includes a drive mechanism configured to drive
a driver seat of the vehicle; and the drive controller causes the
drive mechanism to drive the vehicle driver seat such that a
backrest of the vehicle driver seat moves upright in cases where
the vehicle has arrived at a set destination while the driving mode
is the second mode.
9. The vehicle control system according to claim 1, further
comprising: an operation reception section configured to receive
input of an operation by the occupant; wherein the drive controller
causes the adjustment mechanism to adjust the positional
relationship between the operation element and the occupant by
using an input of an operation received by the operation reception
section.
10. The vehicle control system according to claim 1, wherein: the
plurality of driving modes includes three or more modes having the
different levels of the automated driving from each other; and the
drive controller makes step-wise changes as to a degree of change
in the positional relationship in accordance with the plurality of
driving modes.
11. A vehicle control system comprising: a driving controller
configured to perform automated driving in which at least one of
speed control or steering control of a vehicle is performed
automatically, and to perform manual driving in which both of the
speed control and steering control of the vehicle are performed
based on an operation by an occupant of the vehicle, by
implementing one driving mode from out of a plurality of driving
modes having different levels of automated driving from each other;
an adjustment section configured to adjust a elasticity or a
stiffness of a seat in which an occupant of the vehicle is seated
according to the driving mode being implemented by the driving
controller; and a storage controller configured to store in a
storage section information related to the elasticity or the
stiffness of the seat adjusted by the adjustment section according
to the driving mode.
12. The vehicle control system according to claim 11, wherein:
when, from out of the plurality of driving modes, the driving
controller switches from a first mode to a second mode having a
higher level of automated driving than the first mode, the
adjustment section reduces the elasticity or the stiffness of the
seat in the second mode such that the elasticity or the stiffness
of the seat is lower than the elasticity or the stiffness of the
seat in the first mode.
13. A vehicle control method executed by an on-board computer, the
method comprising: controlling automated driving in which at least
one of speed control or steering control of a vehicle is performed
automatically, and manual driving in which both of the speed
control and steering control of the vehicle are performed based on
an operation by an occupant of the vehicle, by executing one
driving mode from out of a plurality of driving modes having
different levels of automated driving from each other; storing, in
a storage section, information related to a positional relationship
between an operation element configured to receive a driving
operation by an occupant of the vehicle and the occupant in the
plurality of driving modes, and, when a positional relationship of
the operation element with respect to the occupant has been changed
from a preset positional relationship, storing information related
to the changed positional relationship in the storage section; and
driving an adjustment mechanism to adjust the positional
relationship between the operation element and the occupant based
on the information related to the positional relationship stored in
the storage section.
14. A non-transitory computer readable medium storing a vehicle
control program that causes an on-board computer to execute
processing, the processing comprising: controlling automated
driving in which at least one of speed control or steering control
of a vehicle is performed automatically, and manual driving in
which both of the speed control and steering control of the vehicle
are performed based on an operation by an occupant of the vehicle,
by implementing one driving mode from out of a plurality of driving
modes having different levels of automated driving from each other;
storing in a storage section information related to a positional
relationship between an operation element configured to receive a
driving operation by an occupant of the vehicle and the occupant in
the plurality of driving modes, and, when a positional relationship
of the operation element with respect to the occupant has been
changed from a preset positional relationship, storing information
related to the changed positional relationship in the storage
section; and driving an adjustment mechanism to adjust the
positional relationship between the operation element and the
occupant based on the information related to the positional
relationship stored in the storage section.
15. The vehicle control system according to claim 1, wherein the
information related to the positional relationship of the operation
element with respect to the occupant includes a position and an
orientation of the operation element.
16. The vehicle control system according to claim 4, wherein, when
the state detection section has detected that the occupant of the
vehicle is in the seat behind the driver seat, the storage
controller is prevented from updating information related to the
changed positional relationship in the storage section even when
the positional relationship of the operation element with respect
to the occupant has been changed from the preset positional
relationship.
17. The vehicle control system according to claim 2, further
comprising a surroundings condition determination controller
configured to determine congestion condition around the vehicle,
wherein, when the driving mode is switched from the first mode to
the second mode, the driving controller partially restricts the
adjustment of the positional relationship between the operation
element and the occupant when the congestion condition is detected
by the surroundings condition determination controller.
Description
CROSS REFERENCES TO RELATED APPLICATIONS
[0001] The present application claims priority under 35 U.S.C.
.sctn.119 to Japanese Patent Application No. 2016-098786, filed May
17, 2016, entitled "Vehicle Control System, Vehicle Control Method,
and Vehicle Control Program." The contents of this application are
incorporated herein by reference in their entirety.
TECHNICAL FIELD
[0002] The present disclosure relates to a vehicle control system,
a vehicle control method, and a medium storing a vehicle control
program.
BACKGROUND
[0003] Recently, research into technology that performs at least
one of speed control or steering control of a vehicle automatically
(referred to as automated driving hereafter) has been progressing.
In relation thereto, a configuration has been described in which a
reclining angle is controlled such that the reclining angle in an
automated driving mode is greater than that in a manual driving
mode (for example, see WO 2015/011866).
[0004] In each state out of the automated driving mode and the
manual driving mode, an occupant can change orientation of a seat
and operation elements according to any posture of the occupant. In
some cases, however, positional relationships between the occupant
and the operation elements in each mode cannot be preserved when
the mode is switched between the automated driving mode and the
manual driving mode.
SUMMARY
[0005] The present disclosure describes a vehicle control system, a
vehicle control method, and a vehicle control program capable of
preserving relatedness in positional relationships between the
occupant and operation elements in plural respective driving
modes.
[0006] A first aspect of the disclosure describes a vehicle control
system including a driving controller, an operation element, a
storage controller, and a drive controller. The driving controller
is configured to control automated driving in which at least one of
speed control or steering control of a vehicle is performed
automatically, and to control manual driving in which both speed
control and steering control of the vehicle are performed based on
an operation by an occupant of the vehicle, by implementing one
driving mode from out of plural driving modes having different
levels of automated driving. The operation element is configured to
receive a driving operation by an occupant of the vehicle. The
storage controller is configured to store information related to a
positional relationship of the operation element with respect to
the occupant in each of the plural driving modes in a storage
section, and, when a positional relationship of the operation
element with respect to the occupant has changed from a preset
positional relationship, configured to store information related to
the changed positional relationship in the storage section. The
drive controller is configured to drive an adjustment mechanism
capable of adjusting the positional relationship between the
operation element and the occupant, based on information related to
the positional relationship stored in the storage section by the
storage controller.
[0007] A second aspect of the disclosure describes the vehicle
control system according to the first aspect, wherein the plural
driving modes may include a first mode and a second mode having a
higher level of automated driving than the first mode, and when the
positional relationship of the operation element with respect to
the occupant has changed from a preset positional relationship
while the second mode is being executed by the driving controller,
the storage controller may store, in the storage section, at a
timing of switching from the second mode to the first mode or a
timing at which the positional relationship changed, information
related to a position of the operation element after movement.
[0008] A third aspect of the disclosure describes the vehicle
control system according to the second aspect, wherein the
adjustment mechanism may include a drive mechanism configured to
drive a driver seat of the vehicle and the drive controller may
adjust an amount of tilting of a backrest of the seat or adjust a
position of the seat by driving the adjustment mechanism, and, when
the mode is switched from the first mode to the second mode, cause
the drive mechanism to drive the driver seat of the vehicle such
that the position of the driver seat is moved in a direction away
from the operation element with which the occupant performs a
driving operation of the vehicle.
[0009] A fourth aspect of the disclosure describes the vehicle
control system according to the third aspect, which may further
include a state detection section configured to detect a state of
the occupant, and wherein the drive controller may be configured to
instruct the drive mechanism so as to limit a movement amount of
the driver seat rearward in cases where the state detection section
has detected that an occupant of the vehicle is in a seat behind
the driver seat.
[0010] A fifth aspect of the disclosure describes the vehicle
control system according to the third or fourth aspect, wherein:
the first mode may include a manual driving mode in which the
occupant performs a driving operation of the vehicle, and an
automated driving mode in which the occupant needs to monitor
surroundings; the second mode may include an automated driving mode
having a lower requirement for the occupant to monitor the
surroundings than in the automated driving mode of the first mode;
and when the mode is switched from the first mode to the second
mode, the drive controller may cause the drive mechanism to drive
the driver seat of the vehicle such that the operation element
relatively moves in a direction away from the occupant.
[0011] A sixth aspect of the disclosure describes the vehicle
control system according any one of the second aspect to the fifth
aspect, wherein when the positional relationship of the operation
element with respect to the occupant has changed from the preset
positional relationship while the second mode is being implemented
by the driving controller, the storage controller may change the
information related to the positional relationship in the first
mode stored in the storage section based on the changed positional
relationship.
[0012] A seventh aspect of the disclosure describes the vehicle
control system according to any one of the second aspect to the
sixth aspect, wherein when the vehicle has arrived at a set
destination while the driving mode is the second mode, the drive
controller may instruct the adjustment mechanism such that the
positional relationship of the operation element in the second mode
is maintained.
[0013] An eighth aspect of the disclosure describes the vehicle
control system according any one of the second aspect to the sixth
aspect, wherein the adjustment mechanism may include a drive
mechanism configured to drive a driver seat of the vehicle, and the
drive controller may cause the drive mechanism to drive the vehicle
driver seat such that a backrest of the vehicle driver seat moves
upright in cases where the vehicle has arrived at a set destination
while the driving mode is the second mode.
[0014] A ninth aspect of the disclosure describes the vehicle
control system according to any one of the first aspect to the
eighth aspect, which may further include an operation reception
section configured to receive input of an operation by the
occupant, and wherein the drive controller may cause the adjustment
mechanism to adjust the positional relationship between the
operation element and the occupant based on an input of an
operation received by the operation reception section.
[0015] A tenth aspect of the disclosure describes the vehicle
control system according to any one of the first aspect to the
ninth aspect, wherein the plural driving modes may include three or
more modes having different levels of the automated driving, and
the drive controller may make step-wise changes to a degree of
change in the positional relationship to correspond to the
modes.
[0016] An eleventh aspect of the disclosure describes a vehicle
control system including a driving controller, an adjustment
section, and a storage controller. The driving controller is
configured to control automated driving in which at least one of
speed control or steering control of a vehicle is performed
automatically, and to control manual driving in which both speed
control and steering control of the vehicle are performed based on
an operation by an occupant of the vehicle, by implementing one
driving mode from out of plural driving modes having different
levels of automated driving. The adjustment section is configured
to adjust an elasticity or a stiffness of a seat in which an
occupant of the vehicle is seated according to the driving mode
being implemented by the driving controller. The storage controller
is configured to store, in a storage section, information related
to the elasticity or the stiffness of the seat adjusted by the
adjustment section based on the driving mode.
[0017] A twelfth aspect of the disclosure describes the vehicle
control system according to the eleventh aspect, wherein when, from
out of the plural driving modes, the driving controller switches
from a first mode to a second mode having a higher level of
automated driving than the first mode, the adjustment section may
reduce the elasticity or the stiffness of the seat in the second
mode to lower than the elasticity or the stiffness of the seat in
the first mode.
[0018] A thirteenth aspect of the disclosure describes a vehicle
control method executed by an on-board computer. The method
includes: controlling automated driving in which at least one of
speed control or steering control of a vehicle is performed
automatically, and manual driving in which both speed control and
steering control of the vehicle are performed based on an operation
by an occupant of the vehicle, by executing one driving mode from
out of plural driving modes having different levels of automated
driving; storing, in a storage section, information related to a
positional relationship between an operation element configured to
receive a driving operation by an occupant of the vehicle and the
occupant in the plural driving modes, and, when a positional
relationship of the operation element with respect to the occupant
has changed from a preset positional relationship, storing
information related to the changed positional relationship in the
storage section; and driving an adjustment mechanism capable of
adjusting the positional relationship between the operation element
and the occupant based on information related to the positional
relationship stored in the storage section.
[0019] A fourteenth aspect of the disclosure describes a
non-transitory computer readable medium storing a vehicle control
program that causes an on-board computer to execute processing. The
processing includes: controlling automated driving in which at
least one of speed control or steering control of a vehicle is
performed automatically, and manual driving in which both speed
control and steering control of the vehicle are performed based on
an operation by an occupant of the vehicle, by implementing one
driving mode from out of plural driving modes having different
levels of automated driving; storing, in a storage section,
information related to a positional relationship between an
operation element configured to receive a driving operation by an
occupant of the vehicle and the occupant in the plural driving
modes, and, when a positional relationship of the operation element
with respect to the occupant has changed from a preset positional
relationship, storing information related to the changed positional
relationship in the storage section; and driving an adjustment
mechanism capable of adjusting the positional relationship between
the operation element and the occupant based on information related
to the positional relationship stored in the storage section.
[0020] According to the first, eleventh, thirteenth, and fourteenth
aspects of the disclosure, for example, relatedness in positional
relationships between a vehicle occupant and operation elements can
be preserved in plural respective driving modes. Accordingly, for
example, positional relationships between the vehicle occupant and
the operation elements can be adjusted to an appropriate positional
relationship for a driving mode.
[0021] According to the second aspect of the disclosure, for
example, the vehicle occupant does not need to readjust positions
of operation elements for each switch in driving mode. Accordingly,
the complexity of operations for the occupant can be reduced.
[0022] According to the third aspect of the disclosure, for
example, when the mode is switched to a mode having a high level of
automated driving, a space in which the vehicle occupant can easily
adopt a relaxed posture can be provided by increasing the distance
between the occupant and the operation elements.
[0023] According to the fourth aspect of the disclosure, for
example, an occupant seated in a rear seat can be protected from
being contacted or pinned by a seat in front.
[0024] According to the fifth aspect of the disclosure, for
example, when the mode is switched to an automated driving mode in
which the surroundings of the vehicle do not need monitoring, a
space in which the vehicle occupant can easily adopt a relaxed
posture can be provided by relatively increasing the distance
between the occupant and the operation elements.
[0025] According to the sixth aspect of the disclosure, for
example, when implementing the first mode, all or a portion of the
positional relationships set in the second mode are employed,
enabling positional relationships to be efficiently adjusted
without a need for readjustments.
[0026] According to the seventh aspect of the disclosure, for
example, the occupant can easily climb out or board at the
destination since the space inside the vehicle remains wide.
[0027] According to the eighth aspect of the disclosure, for
example, the backrest of the seat is moved into a more upright
position when the occupant disembarks after arriving at the
destination, enabling the occupant to be guided into a posture
facilitating climbing out.
[0028] According to the ninth aspect of the disclosure, for
example, based on an operation input received by the operation
reception section, the positions of operation elements can be
adjusted according to occupant intentions by adjusting the
positional relationships with the operation elements.
[0029] According to the tenth aspect of the disclosure, for
example, positional adjustments can be made to a portion of the
operation elements. This enables a swift driving operation when,
for example, emergency avoidance by the vehicle is required.
Accordingly, safety can be ensured when the vehicle is driving.
[0030] According to the twelfth aspect of the disclosure, for
example, in driving modes having a high level of automated driving,
pleasantness can be improved for the occupant by softening the seat
in which the occupant is seated.
BRIEF DESCRIPTION OF THE DRAWINGS
[0031] The advantages of the disclosure will become apparent in the
following description taken in conjunction with the following
drawings.
[0032] FIG. 1 is a diagram illustrating configuration elements of a
vehicle mounted with a vehicle control system of an embodiment.
[0033] FIG. 2 is a functional configuration diagram focusing on a
vehicle control system.
[0034] FIG. 3 is a configuration diagram of an HMI.
[0035] FIG. 4 is a diagram illustrating a state in which a position
of a vehicle relative to a traveling lane is recognized by a
vehicle position recognition section.
[0036] FIG. 5 is a diagram illustrating an example of an action
plan generated for a given segment.
[0037] FIG. 6 is a diagram illustrating an example of a
configuration of a course generation section.
[0038] FIG. 7 is a diagram illustrating an example of course
candidates generated by a course candidate generation section.
[0039] FIG. 8 is a diagram illustrating candidates for a course
which are generated by connecting course points by using a course
candidate generation section.
[0040] FIG. 9 is a diagram illustrating a lane change target
area.
[0041] FIG. 10 is a diagram illustrating a speed generation model
when the vehicle speeds of three nearby vehicles are assumed
constant.
[0042] FIG. 11 is a diagram illustrating a functional configuration
example of an HMI controller of a first embodiment.
[0043] FIG. 12 is a diagram illustrating an example of adjustment
position information.
[0044] FIG. 13 is a diagram for explaining positional relationships
between a vehicle and operation elements and the like in a normal
mode.
[0045] FIG. 14 is a diagram for explaining positional relationships
between a vehicle and operation elements and the like in a relax
mode.
[0046] FIG. 15 is a diagram illustrating an example of a state
transition diagram of positional relationships for switching
between respective driving modes.
[0047] FIG. 16 is a diagram illustrating an example of
mode-specific operation permission information.
[0048] FIG. 17 is a flowchart illustrating an example of position
control processing of the first embodiment.
[0049] FIG. 18 is a diagram illustrating a functional configuration
example of an HMI controller of a second embodiment.
[0050] FIG. 19 is a flowchart illustrating an example of a position
control processing of the second embodiment.
[0051] FIG. 20 is a flowchart illustrating an example of position
control processing of a third embodiment.
[0052] FIG. 21 is a diagram illustrating a functional configuration
example of an HMI controller of a sixth embodiment.
[0053] FIG. 22 is a diagram illustrating a functional configuration
example of an HMI controller of a seventh embodiment.
[0054] FIG. 23 is a flowchart illustrating of an example of
position control processing of the seventh embodiment.
DETAILED DESCRIPTION
[0055] Explanation follows regarding an embodiment of a vehicle
control system, a vehicle control method, and a vehicle control
program of the present disclosure, with reference to the
drawings.
Common Configuration
[0056] FIG. 1 is a diagram illustrating configuration elements of a
vehicle (referred to as the "vehicle M" hereafter) installed with a
vehicle control system 100 of an embodiment. The vehicle installed
with the vehicle control system 100 is, for example, a two-wheeled,
three-wheeled, or four-wheeled automobile, and this encompasses
automobiles having an internal combustion engine such as a diesel
engine or gasoline engine as a power source, electric automobiles
having an electric motor as a power source, and hybrid automobiles
having both an internal combustion engine and an electric motor.
Electric automobiles are, for example, driven using electric power
discharged from a battery such as a secondary cell, a hydrogen fuel
cell, a metal fuel cell, or an alcohol fuel cell.
[0057] As illustrated in FIG. 1, sensors such as finders 20-1 to
20-7, radars 30-1 to 30-6, and a camera (imaging section) 40; a
navigation device 50; and the vehicle control system 100 are
installed to the vehicle M.
[0058] The finders 20-1 to 20-7 are, for example, LIDARs (Light
Detection and Ranging, or Laser Imaging Detection and Ranging) that
measure the scattering of emitted light and measure the distance to
a target. For example, the finder 20-1 is attached to a front
grille or the like, and the finder 20-2 and the finder 20-3 are
attached to a side face of a vehicle body, a door mirror, a front
headlamp interior, the vicinity of a side lamp, or the like. The
finder 20-4 is attached to a trunk lid or the like, the finder 20-5
and the finder 20-6 are attached to a side face of the vehicle
body, a tail light interior, or the like. The finders 20-1 to 20-6
described above have detection regions of, for example,
approximately 150.degree. in a horizontal direction. The finder
20-7 is attached to a roof or the like. The finder 20-7 has a
detection region of, for example, 360.degree. in the horizontal
direction.
[0059] The radar 30-1 and the radar 30-4 are, for example,
long-range millimeter wave radars having a wider detection region
in a depth direction than the other radars. The radars 30-2, 30-3,
30-5, 30-6 are intermediate-range millimeter wave radars having a
narrower detection region in the depth direction than the radars
30-1 and 30-4.
[0060] Hereafter, the finders 20-1 to 20-7 are simply referred to
as "finders 20" in cases where no particular distinction is made,
and the radars 30-1 to 30-6 are simply referred to as "radars 30"
in cases where no particular distinction is made. The radars 30,
for example, detect objects using a frequency modulated continuous
wave (FM-CW) method.
[0061] The camera 40 is, for example, a digital camera that employs
a solid state imaging element such as a charge coupled device (CCD)
or a complementary metal oxide semiconductor (CMOS) element. The
camera 40 is attached to a front windshield upper portion, a back
face of a rear-view mirror, or the like. The camera 40, for
example, periodically and repeatedly images ahead of the vehicle M.
The camera 40 may be a stereo camera that includes plural
cameras.
[0062] Note that the configuration illustrated in FIG. 1 is merely
an example; a portion of the configuration may be omitted, and
other configuration may be further added.
First Embodiment
[0063] FIG. 2 is a functional configuration diagram focusing on the
vehicle control system 100 according to the first embodiment.
Detection devices DD that include the finders 20, the radars 30,
the camera 40, and the like; the navigation device 50 (route
guidance section, display section); a communication device 55;
vehicle sensors 60; a human machine interface (HMI) 70; the vehicle
control system 100; a traction drive force output device 200; a
steering device 210; and a brake device 220 are installed in the
vehicle M. These devices and apparatuses are connected to one
another by a multiplex communication line such as a controller area
network (CAN) communication line, or by a wireless communication
network, a serial communication line, or the like. Note that the
vehicle control system within the scope of the disclosure does not
indicate only the "vehicle control system 100" and may include
configuration other than that of the vehicle control system 100
(for example, at least one of the detection devices DD, the
navigation device 50, the communication device 55, the vehicle
sensors 60, or the HMI 70).
[0064] The navigation device 50 includes a global navigation
satellite system (GNSS) receiver, map information (a navigation
map), a touch panel display device that functions as a user
interface, a speaker, a microphone, and the like. The navigation
device 50 identifies the position of the vehicle M using the GNSS
receiver and derives a route from this position to a destination
designated by a user. The route derived by the navigation device 50
is provided to a target lane determination section 110 of the
vehicle control system 100. The position of the vehicle M may be
identified or complemented by an inertial navigation system (INS)
employing output from the vehicle sensors 60. The navigation device
50 provides guidance along a route to the destination using audio
and a navigation display. Note that configuration for identifying
the position of the vehicle M may be provided independently from
the navigation device 50. Moreover, the navigation device 50 may,
for example, be implemented by functionality of a terminal device
such as a smartphone or a tablet terminal possessed by the user. In
such cases, information is exchanged between the terminal device
and the vehicle control system 100 using wireless or wired
communication.
[0065] The communication device 55, for example, performs wireless
communication using a cellular network, a WiFi network, BLUETOOTH
(registered trademark), dedicated short range communication (DSRC),
or the like. For example, the communication device 55 performs
wireless communication with an information providing server of a
system that monitors traffic conditions on roads, such as a vehicle
information and communication system (VICS, registered trademark),
and acquires information (traffic information) indicating the
traffic conditions on the road being traveled on or a road expected
to be traveled on by the vehicle M. The traffic information
includes information such as information regarding congestion
ahead; time demanded by congestion points; information regarding
accidents, accident vehicles, and works; information regarding
speed limits and lane limits; positions of parking lots; and
information regarding parking lots, service areas, and full and
empty parking areas. Moreover, the communication device 55 may
acquire the traffic information by communicating with a wireless
beacon provided at the side of the road or the like, or by
vehicle-to-vehicle communication with another vehicle traveling
near the vehicle M. The various items of information acquired by
the communication device 55 are output to the navigation device 50,
the HMI 70, or the like described above.
[0066] The vehicle sensors 60 include, for example, a vehicle speed
sensor that detects vehicle speed, an acceleration sensor that
detects acceleration, a yaw rate sensor that detects angular
velocity about a vertical axis, and a directional sensor that
detects the heading of the vehicle M.
[0067] FIG. 3 is a configuration diagram of the HMI 70. The HMI 70
is provided with, for example, driving operation system
configuration and non-driving operation system configuration. There
is no clear boundary between the two, and driving operation system
configuration may provide non-driving operation system
functionality (or vise-versa). Note that a portion of the HMI 70 is
an example of an "operation reception section" that receives input
of operations such as instructions or selections from the vehicle
occupant (occupant) of the vehicle, and is also an example of an
"output section" that outputs information.
[0068] As configuration of the driving operation system, the HMI 70
includes, for example, an accelerator pedal 71, an accelerator
opening sensor 72 and an accelerator pedal reaction force output
device 73, a brake pedal 74 and a brake depression amount sensor
(or a master pressure sensor or the like) 75, a shift lever 76 and
a shift position sensor 77, a steering wheel 78, a steering angle
sensor 79 and a steering torque sensor 80, and other driving
operation devices 81.
[0069] The accelerator pedal 71 is an operation element for
receiving acceleration instructions from a vehicle occupant (or
deceleration instructions due to a return-operation). The
accelerator opening sensor 72 detects a depression amount of the
accelerator pedal 71, and outputs an accelerator opening signal
indicating the depression amount to the vehicle control system 100.
Note that output may be made directly to the traction drive force
output device 200, the steering device 210, or the brake device 220
instead of outputting to the vehicle control system 100. Similar
applies for other configuration of the driving operation system
explained below. The accelerator pedal reaction force output device
73, for example, outputs force (operation reaction force) in the
opposite direction to the operation direction of the accelerator
pedal 71, according to instructions from the vehicle control system
100.
[0070] The brake pedal 74 is an operation element for receiving
deceleration instructions from the vehicle occupant. The brake
depression amount sensor 75 detects a depression amount of
(alternatively, the pressing force on) the brake pedal 74 and
outputs a brake signal indicating the detection result to the
vehicle control system 100.
[0071] The shift lever 76 is an operation element for receiving
shift level change instructions from the vehicle occupant. The
shift position sensor 77 detects the shift level instructed by the
vehicle occupant and outputs a shift position signal indicating the
detection result to the vehicle control system 100.
[0072] The steering wheel 78 is an operation element for receiving
turning instructions from the vehicle occupant. The steering angle
sensor 79 detects the steering angle of the steering wheel 78 and
outputs a steering angle signal indicating the detection result to
the vehicle control system 100. The steering torque sensor 80
detects the torque placed on the steering wheel 78 and outputs a
steering torque signal indicating the detection result to the
vehicle control system 100.
[0073] The other driving operation devices 81 are, for example, a
joystick, a button, a dial switch, a graphic user interface (GUI)
switch, and the like. The other driving operation devices 81
receive acceleration instructions, deceleration instructions,
turning instructions, and the like and output the instructions to
the vehicle control system 100.
[0074] As configuration of the non-driving operation system, the
HMI 70 includes, for example, a display device 82, a speaker 83, a
touch-operated detection device 84 and a content playback device
85, various operation switches 86, seats 87 and a seat drive device
88, window glass 89 and a window drive device 90, mirrors 91 and a
mirror drive device 92, an accelerator pedal drive device 93, a
brake pedal drive device 94, a steering wheel drive device 95, and
an in-cabin camera (imaging section) 96.
[0075] The display device 82 is, for example, a liquid crystal
display (LCD), an organic electroluminescent (EL) display device,
or the like attached to a respective section of an instrument
panel, a freely selected location facing the front passenger seat
and rear seat, or the like. For example, the display device 82 is a
display positioned in front of the vehicle occupant who drives the
vehicle M (referred to as the "driver" hereafter where necessary).
Moreover, the display device 82 may, for example, be a head-up
display (HUD) that projects an image onto the front windshield or
another window. The speaker 83 outputs audio. In cases where the
display device 82 is a touch panel, the touch-operated detection
device 84 detects contact positions (touched positions) on the
display screen of the display device 82 and outputs the contact
positions to the vehicle control system 100. Note that in cases
where the display device 82 is not a touch panel, the
touch-operated detection device 84 may be omitted.
[0076] The display device 82 may output information such as images
output from the navigation device 50 described above, and may
output information from the vehicle occupant received from the
touch-operated detection device 84 to the navigation device 50.
Note that the display device 82 may, for example, include similar
functionality to the functionality of the navigation device 50
described above.
[0077] The content playback device 85 includes, for example, a
digital versatile disc (DVD) playback device, a compact disc (CD)
playback device, a television receiver, various guidance image
generation devices, and the like. The content playback device 85
may, for example, playback information stored on a DVD and display
a video on the display device 82 or the like, or may playback
information recorded on an audio CD and output sound from a speaker
or the like. Note that some or all out of the display device 82,
the speaker 83, the touch-operated detection device 84, and the
content playback device 85 described above may be configured so as
to be shared with the navigation device 50. Moreover, the
navigation device 50 may be included in the HMI 70.
[0078] The various operation switches 86 are disposed at freely
selected locations inside the vehicle cabin. The various operation
switches 86 include an automated driving changeover switch 86A and
a seat drive switch 86B. The automated driving changeover switch
86A is a switch for instructing automated driving to start (or
start in the future) or stop. The seat drive switch 86B is a switch
for instructing driving of the seat drive device 88 to start or
stop. These switches may each be a GUI switch or a mechanical
switch. Moreover, the various operation switches 86 may include a
switch for driving the window drive device 90. Upon receipt of an
operation from the vehicle occupant, the respective various
operation switch 86 outputs a received operation signal to the
vehicle control system 100.
[0079] The seats 87 are seats in which vehicle occupants of the
vehicle M sit, and are electrically drivable seats. The seats 87
are examples of an operation element on which the vehicle occupant
operates the position or reclining angle position (extent of tilt)
of the seat. The seats 87 include a driver seat for sitting in when
driving the vehicle M manually, a passenger seat next to the driver
seat, rear seats behind the driver seat and the passenger seat, and
so on.
[0080] The seat drive device 88 drives a drive mechanism such as a
motor so as to freely change the reclining angle of the seat 87;
the position of the seat 87 in the front, rear, up, and down
directions; a yaw angle indicating a rotation angle of the seat 87;
or the like in accordance with an operation on a seat drive switch
86B. For example, the seat drive device 88 can turn the driver seat
or passenger seat 87 to face the rear seat 87. Moreover, the seat
drive device 88 may tilt the headrest of the seat 87 forward or
backward.
[0081] The seat drive device 88 includes a seat position detection
section 88A that detects the reclining angle, the front, rear, up,
and down direction position, and the yaw angle of the seat 87; the
tilt angle and up-down position of the headrest; and the like. The
seat drive device 88 outputs information indicating the detection
result of the seat position detection section 88A to the vehicle
control system 100. The seat drive device 88, for example, moves
the seat 87 in the vehicle M (for example, a seat that a vehicle
occupant is seated in) to a predetermined position using the drive
mechanism to correspond to the driving mode of the vehicle M.
Moreover, for each driving mode, movement of the seat 87 may be
performed by the vehicle occupant using the seat drive switch
86B.
[0082] The window glass 89 is provided to, for example, respective
doors. The window drive device 90 drives opening and closing of the
window glass 89.
[0083] The mirrors 91 are environment checking devices for the
forward-facing vehicle occupant of the vehicle M to indirectly
check the rear or sides (the rear included) of the vehicle M via
these mirrors. For example, one or both out of a rear-view mirror
or side mirrors (door mirrors) may serve as the mirrors 91;
however, there is no limitation thereto. The rear-view mirror is
provided in the vicinity of a central frontmost portion of the
ceiling, or in the vicinity of a central upper portion of the front
windshield, of the vehicle M. The side mirrors are provided at the
front of the left and right front doors of the vehicle M, or are
provided at the left and right of the front of the vehicle body
(hood) of the vehicle M. Note that the mirrors 91 may be replaced
by electronic displays (display sections).
[0084] The mirror drive device 92 adjusts the position of the
mirrors 91 or an orientation such as the angle of the mirrors 91 in
the vehicle M by driving a drive mechanism such as a motor. The
mirror drive device 92 includes a mirror position detection section
92A that detects the angle; the front, rear, up, and down direction
position (a position in three dimensions); and the like of the
mirrors 91. The mirror drive device 92, for example, moves the
mirrors 91 to predetermined positions using a drive mechanism so as
to correspond to the driving mode of the vehicle M. Moreover, for
each driving mode, movement of the mirrors 91 may be performed by
the vehicle occupant using the various operation switches 86 or the
like.
[0085] The accelerator pedal drive device 93 changes the position
of the accelerator pedal 71 itself in the vehicle M by driving a
drive mechanism such as a motor in accordance with instructions by
the HMI controller 170. As an example, a pedal seat capable of
moving with respect to the vehicle body of the vehicle M and an
actuator that drives the pedal seat are provided, and the
accelerator pedal 71 is supported rotatably with respect to the
pedal seat. Similar applies for the brake pedal drive device 94.
Accordingly, the accelerator pedal drive device 93 does not control
the acceleration/deceleration of the vehicle M using the
accelerator pedal 71. The accelerator pedal drive device 93
includes the accelerator pedal position detection section 93A that
detects the front, rear, up, and down direction position and the
like of the accelerator pedal 71.
[0086] The brake pedal drive device 94 changes the position of the
brake pedal 74 itself in the vehicle M by driving a drive mechanism
such as a motor in accordance with instructions from the HMI
controller 170. Accordingly, the brake pedal drive device 94 does
not control acceleration/deceleration of the vehicle M using the
brake pedal 74. The brake pedal drive device 94 includes a brake
pedal position detection section 94A that detects the front, rear,
up, and down direction position and the like of the brake pedal
74.
[0087] The steering wheel drive device 95 changes the position of
the steering wheel 78 itself in the vehicle M by driving a drive
mechanism such as a motor in accordance with instructions from the
HMI controller 170. As an example, an actuator (tilting mechanism)
that drives a rotation shaft of the steering wheel 78 in the
up-down direction with respect to the vehicle occupant (driver) of
the vehicle M, and an actuator (telescopic mechanism) that drives
the steering wheel 78 in the front-rear direction with respect to
the driver are provided. Accordingly, the steering wheel drive
device 95 does not perform steering control on the vehicle M. The
steering wheel drive device 95 is provided with the steering wheel
position detection section 95A that detects the front, rear, up,
and down direction position and the like of the steering wheel 78.
The steering wheel drive device 95, for example, moves the steering
wheel 78 to a predetermined position by driving a drive mechanism
so as to correspond to the driving mode of the vehicle M.
[0088] The seat drive device 88, the mirror drive device 92, the
accelerator pedal drive device 93, the brake pedal drive device 94,
and the steering wheel drive device 95 described above are examples
of adjustment mechanisms that directly or indirectly adjust
positional relationships between an occupant and an operation
element. Note that the adjustment mechanism is not limited thereto.
For example, a shift lever drive device or the like that moves the
position of the shift lever device 76 using a drive mechanism may
be included.
[0089] The in-cabin camera 96 is a digital camera that employs a
solid state imaging element such as a CCD or a CMOS element. The
in-cabin camera 96 is attached to a position from which at least
the head (face included) of the vehicle occupant seated in the
driver seat (the vehicle occupant who performs a driving operation)
can be imaged, such as the rear-view mirror, steering wheel boss
section, or instrument panel. The in-cabin camera 96, for example,
images the vehicle occupant periodically and repeatedly.
[0090] Prior to explaining the vehicle control system 100,
explanation follows regarding the traction drive force output
device 200, the steering device 210, and the brake device 220.
[0091] The traction drive force output device 200 outputs traction
drive force (torque) for causing the vehicle to travel to drive
wheels. In cases where the vehicle M is an automobile that has an
internal combustion engine as the power source, the traction drive
force output device 200 includes, for example, an engine, a
transmission, and an engine electronic control unit (ECU) that
controls the engine. In cases where the vehicle M is an electric
automobile that has an electric motor as the power source, the
traction drive force output device 200 includes, for example, a
traction motor and a motor ECU that controls the traction motor. In
cases where the vehicle M is a hybrid automobile, the traction
drive force output device 200 includes, for example, an engine, a
transmission, and an engine ECU; and a traction motor and a motor
ECU. In cases where the traction drive force output device 200
includes only an engine, the engine ECU adjusts the engine throttle
opening, the shift level, or the like, in accordance with
information input from a traction controller 160, described later.
In cases where the traction drive force output device 200 includes
only a traction motor, the motor ECU adjusts a duty ratio of a PWM
signal applied to the traction motor, in accordance with
information input from the traction controller 160. In cases where
the traction drive force output device 200 includes an engine and a
traction motor, the engine ECU and the motor ECU cooperatively
control traction drive force, in accordance with information input
from the traction controller 160.
[0092] The steering device 210 includes, for example, a steering
ECU and an electric motor. The electric motor, for example, exerts
force in a rack-and-pinion mechanism to change the orientation of
the steering wheel. The steering ECU drives the electric motor in
accordance with information input from the vehicle control system
100, or input information regarding the steering angle or steering
torque, and changes the orientation of the steering wheel.
[0093] The brake device 220 is, for example, an electric servo
brake device including a brake caliper, a cylinder that transmits
hydraulic pressure to the brake caliper, an electric motor that
causes the cylinder to generate hydraulic pressure, and a brake
controller. The brake controller of the electric servo brake device
controls an electric motor in accordance with information input
from the traction controller 160, such that braking torque is
output to each wheel in accordance with the braking operation. The
electric servo brake device may include a mechanism that transmits
hydraulic pressure generated due to an operation of the brake pedal
to the cylinder via a master cylinder as a backup. Note that the
brake device 220 is not limited to the electric servo brake device
explained above and may be an electronically controlled hydraulic
brake device. The electronically controlled hydraulic brake device
controls an actuator in accordance with information input from the
traction controller 160 and transmits hydraulic pressure of a
master cylinder to the cylinder. The brake device 220 may also
include a regenerative brake that uses a traction motor which might
be included in the traction drive force output device 200.
Vehicle Control System
[0094] Explanation follows regarding the vehicle control system
100. The vehicle control system 100 is, for example, implemented by
one or more processors, or by hardware having equivalent
functionality. The vehicle control system 100 may be configured by
a combination of a processor such as a central processing unit
(CPU), a storage device, and an ECU (electronic control unit) in
which a communication interface is connected by an internal bus, or
a micro-processing unit (MPU) or the like. Moreover, plural of the
ECU or the MPU may be provided depending on the processing content
in the vehicle control system 100. In such cases, for example,
these may be divided into an ECU that performs the driving system
control in the vehicle M, and an ECU that performs driving
assistance system control of the in-vehicle environment or the like
in accordance with each driving mode.
[0095] Returning to FIG. 2, the vehicle control system 100
includes, for example, the target lane determination section 110,
an automated driving controller 120, the traction controller 160,
the HMI controller 170, and the storage section 180. The automated
driving controller 120 includes, for example, an automated driving
mode controller 130, a vehicle position recognition section 140, an
environment recognition section 142, an action plan generation
section 144, a course generation section 146, and a switch
controller 150. Note that configuration including a portion or all
of the controllers out of the automated driving controller 120, the
traction controller 160, the traction drive force output device
200, the steering device 210, and the brake device 220 is an
example of a "driving controller".
[0096] Some or all out of the target lane determination section
110, the respective sections of the automated driving controller
120, the traction controller 160, and the HMI controller 170 are
implemented by the processor executing a program (software).
Moreover, of these, some or all may be implemented by hardware such
as a large scale integration (LSI) or an application specific
integrated circuit (ASIC), or may be implemented by a combination
of software and hardware.
[0097] The storage section 180 stores information such as high
precision map information 182, target lane information 184, action
plan information 186, adjustment position information 188, and
mode-specific operation permission information 190. The storage
section 180 is implemented by read only memory (ROM) or random
access memory (RAM), a hard disk drive (HDD), flash memory, or the
like. The program executed by the processor may be stored in
advance in the storage section 180, or may be downloaded from an
external device via an onboard internet setup or the like.
Moreover, the program may be installed in the storage section 180
by loading a portable storage medium storing the program into a
drive device, not illustrated in the drawings. Moreover, the
computer of the vehicle control system 100 may be configured
distributed across plural computer devices (onboard computers).
[0098] The target lane determination section 110 is, for example,
implemented by an MPU. The target lane determination section 110
divides the route provided from the navigation device 50 into
plural blocks (for example, divides the route every 100 m along the
direction of progress of the vehicle), and references the high
precision map information 182 to determine the target lane for each
block.
[0099] Moreover, the target lane determination section 110, for
example, determines whether automated driving is permitted for each
of the blocks described above on the route provided from the
navigation device 50. For example, in segments in which the vehicle
M can be made to travel using the automated driving mode under
control of the automated driving controller 120, the target lane
determination section 110 determines which lane number from the
left to travel in. Segments in which traveling using the automated
driving mode is possible may, for example, be set based on
positions such as positions of exits and entrances (ramps,
interchanges), toll booths, and the like on expressways; shapes of
roads (straight line for a predetermined distance or further); and
the like. Segments in which traveling using the automated driving
mode is possible are, for example, segments where an expressway is
traveled; however, there is no limitation thereto.
[0100] Note that in cases where, for example, a segment in which
automated driving can be implemented is present for a predetermined
distance or further, the target lane determination section 110 may
display candidate segments such that whether or not automated
driving is permitted can be selected by the vehicle occupant. This
enables the burden of confirming permissions to be removed from the
vehicle occupant for segments where, for example, automated driving
is only possible for a short distance. Note that the processing
described above may be performed by the target lane determination
section 110, or may be performed by the navigation device 50.
[0101] In cases where a junction point, a merge point, or the like
is present in the route to be traveled, the target lane
determination section 110, for example, determines the target lanes
so as to enable the vehicle M to travel along a sensible travel
route for progressing beyond the junction. The target lanes
determined by the target lane determination section 110 are stored
in the storage section 180 as the target lane information 184.
[0102] The high precision map information 182 is map information
with higher precision than the navigation map of the navigation
device 50. The high precision map information 182 includes, for
example, lane-center information, lane-boundary information, or the
like. The high precision map information 182 may also include, for
example, road information, traffic restriction information, address
information (address, postal code), facilities information, phone
number information, and the like. The road information includes
information such as information indicating whether the type of road
is an expressway, a toll road, a national highway, or a prefectural
road; the number of lanes in the road; the width of each lane; the
gradient of the road; the position of the road (three dimensional
coordinates including a longitude, a latitude, and an altitude);
the curvature of the lanes; the position of lane merge and junction
points; and signage provided on the road. The traffic restriction
information may include information regarding lane closures due to
road work, traffic accidents, congestion, and the like.
[0103] Moreover, when information indicating traveling route
candidates has been acquired by the navigation device 50 described
above, the target lane determination section 110 refers to the high
precision map information 182 or the like, acquires information
from the automated driving controller 120 regarding segments that
will be traveled through in automated driving mode, and outputs the
acquired information to the navigation device 50. Moreover, when
the route and automated driving segments to the destination from
the navigation device 50 have been confirmed, the target lane
determination section 110 generates the target lane information 184
corresponding to the route and the automated driving segments and
stores the target lane information 184 in the storage section
180.
[0104] The automated driving controller 120, for example,
automatically performs at least one of speed control or steering
control of the vehicle by implementing one driving mode out of
plural driving modes having different levels of automated driving.
Note that speed control is, for example, control related to
acceleration/deceleration of the vehicle M, and
acceleration/deceleration includes one or both out of acceleration
and deceleration. Moreover, the automated driving controller 120
controls manual driving based on operations and the like received
by an operation reception section such as the HMI 70, and performs
both speed control and steering control of the vehicle M based on
operations by a vehicle occupant of the vehicle M.
[0105] The automated driving mode controller 130 determines the
mode of automated driving to be implemented by the automated
driving controller 120. The modes of automated driving in the
present embodiment include the following modes. Note that the
following are merely examples, and the number of modes of automated
driving may be determined arbitrarily.
Mode A
[0106] Mode A is the mode in which the level of automated driving
is highest. In cases where Mode A is being implemented, all vehicle
controls, such as complex merging control, are performed
automatically, such that the vehicle occupant does not need to
monitor the surroundings or state of the vehicle M (there is no
need to monitor surroundings).
[0107] Here, a congestion following mode (low speed following mode)
that follows the vehicle in front during congestion serves as an
example of Mode A. In Mode A, for example, safe automated driving
can be implemented by following the vehicle in front on a crowded
expressway, like in Traffic Jam Pilot (TJP), and TJP mode can be
ended at a position where the congestion is predicted to clear.
Moreover, although Mode A sometimes switches to another mode at the
timing when the TJP mode is ended, the switch from Mode A may be
made a predetermined time interval after the TJP has ended. Note
that Mode A is a mode in which the operation permission level of
each interface device (non-driving operation system) of the HMI 70
is highest compared to the other modes. The vehicle occupant can
operate the interface devices permitted to be used in Mode A (such
as the navigation device 50 and the display device 82), and, for
example, can view various contents such as a DVD movie or a
television program. Moreover, the vehicle occupant can be allowed
to move into a position enabling them to relax in the seat 87 or
the like.
Mode B
[0108] Mode B is the mode having the next highest level of
automated driving after Mode A. Although in principle all vehicle
control is performed automatically in cases where Mode B is
implemented, the driving operation of the vehicle M may be
entrusted to the vehicle occupant depending on the situation. The
vehicle occupant therefore needs to monitor the surroundings and
state of the vehicle M (there is a need to monitor the
surroundings).
Mode C
[0109] Mode C is the mode having the next highest level of
automated driving after Mode B. In cases where Mode C is
implemented, the vehicle occupant needs to perform confirmation
operations on the HMI 70 depending on the situation. In Mode C, for
example, the vehicle occupant is notified of the timing for a lane
change, and the lane change is made automatically in cases where
the vehicle occupant has performed an operation on the HMI 70
instructing the lane change. The vehicle occupant therefore needs
to monitor the surroundings and state of the vehicle M (there is a
need to monitor the surroundings).
[0110] Note that in the present embodiment, the mode having the
lowest level of automated driving may be, for example, a manual
driving mode where both speed control and steering control of the
vehicle M are performed based on an operation by the vehicle
occupant of the vehicle M without performing automated driving. In
the case of the manual driving mode, the driver obviously needs to
monitor the surroundings. Namely, in the driving modes described
above, the modes having higher levels of automated driving than the
manual driving mode are Mode A to Mode C. The modes having a higher
level of automated driving than Mode C are Mode A and Mode B. The
mode having a higher level of automated driving than mode B is Mode
A.
[0111] The automated driving mode controller 130 determines the
automated driving mode based on an operation on the HMI 70 by the
vehicle occupant, events determined by the action plan generation
section 144, traveling states determined by the course generation
section 146, and the like. The automated driving mode is notified
to the HMI controller 170. Moreover, a limit that depends on the
performance of the detection devices DD of the vehicle M or the
like may be set on the automated driving mode. For example,
configuration may be such that the Mode A is not implemented in
cases where the performance of the detection devices DD is low.
Whichever the mode, switching to manual driving mode (override) is
possible by operating the driving operation system configuration of
the HMI 70.
[0112] The vehicle position recognition section 140 recognizes the
lane in which the vehicle M is traveling (the travel lane) and the
position of the vehicle M relative to the travel lane, based on the
high precision map information 182 stored in the storage section
180, and the information input from the finders 20, the radars 30,
the camera 40, the navigation device 50, or the vehicle sensors
60.
[0113] The vehicle position recognition section 140, for example,
recognizes the travel lane by comparing a pattern of road
demarcation lines (for example, an array of solid lines and dashed
lines) recognized in the high precision map information 182 against
a road demarcation line pattern of the surroundings of the vehicle
M recognized in the images imaged using the camera 40. In the
recognition, the position of the vehicle M acquired from the
navigation device 50 or the processing result by the INS may be
taken into account.
[0114] FIG. 4 is a diagram illustrating a state in which the
relative position of the vehicle M with respect to a travel lane L1
is recognized by the vehicle position recognition section 140. As
the relative position of the vehicle M with respect to the travel
lane L1, the vehicle position recognition section 140 recognizes an
offset OS between a reference point (for example, the center of
mass) of the vehicle M and a travel lane center CL, and an angle
.theta. formed between the direction of progress of the vehicle M
and a line aligned with the travel lane center CL. Note that,
alternatively, the vehicle position recognition section 140 may
recognize the position of the reference point of the vehicle M or
the like with respect to either of the side end portions of the
travel lane L1 as the relative position of the vehicle M with
respect to the travel lane. The relative position of the vehicle M
recognized by the vehicle position recognition section 140 is
provided to the target lane determination section 110.
[0115] The environment recognition section 142 recognizes the
position, speed, and acceleration states of nearby vehicles based
on the information input from the finders 20, the radars 30, the
camera 40, and the like. Nearby vehicles are, for example, vehicles
that are traveling in the surroundings of the vehicle M and that
are traveling in the same direction as the vehicle M. The positions
of the nearby vehicles may be indicated by representative points
such as centers of mass or corners of the nearby vehicles, or may
be indicated by regions expressed by the outlines of the nearby
vehicles. The "state" of a nearby vehicle may include whether or
not the nearby vehicle is accelerating or changing lanes (or
whether or not the nearby vehicle is attempting to change lanes),
as ascertained based on the information of the various apparatuses
described above. In addition to the nearby vehicles, the
environment recognition section 142 may also recognize the position
of a guard rail, a utility pole, a parked vehicle, a pedestrian, a
dropped object, a railway crossing, traffic signals, signage placed
in the vicinity of a construction site or the like, and other
objects.
[0116] The action plan generation section 144 sets a starting point
of automated driving and/or a destination of automated driving. The
starting point of automated driving may be the current position of
the vehicle M, or may be a point set by an operation to instruct
automated driving. The action plan generation section 144 generates
an action plan in the segments between the starting point and the
destination of automated driving. Note that there is no limitation
thereto, and the action plan generation section 144 may generate an
action plan for freely selected segments.
[0117] The action plan is, for example, composed of plural events
to be sequentially executed. The events include, for example: a
deceleration event that causes the vehicle M to decelerate, an
acceleration event that causes the vehicle M to accelerate, a
lane-keep event that causes the vehicle M to travel without
departing from the travel lane, a lane-change event that causes the
travel lane to change, an overtake event that causes the vehicle M
to overtake the vehicle in front, a junction event that causes a
lane change to the desired lane at a junction point or causes the
vehicle M to travel so as not to depart from the current travel
lane, a merge event that causes the vehicle M to accelerate or
decelerate in a merging lane for merging with a main lane and
changes the travel lane, and a handover event that causes a
transition from the manual driving mode to the automated driving
mode at a starting point of automated driving or causes a
transition from the automated driving mode to the manual driving
mode at a point where automated driving is expected to end.
[0118] The action plan generation section 144 sets a lane-change
event, a junction event, or a merge event at places where the
target lane determined by the target lane determination section 110
switches. Information indicating the action plan generated by the
action plan generation section 144 is stored in the storage section
180 as the action plan information 186.
[0119] FIG. 5 is a diagram illustrating an example of the action
plan generated for a given segment. As illustrated in this figure,
the action plan generation section 144 generates the action plan
needed for the vehicle M to travel in the target lane indicated by
the target lane information 184. Note that the action plan
generation section 144 may dynamically change the action plan
irrespective of the target lane information 184, in accordance with
changes to the conditions of the vehicle M. For example, in cases
where the speed of a nearby vehicle recognized by the environment
recognition section 142 during vehicle travel exceeds a threshold
value, or the movement direction of a nearby vehicle traveling in a
lane adjacent to the vehicle-itself lane is toward the
vehicle-itself lane direction, the action plan generation section
144 changes an event set in the driving segments that the vehicle M
was expected to travel. For example, in cases where events have
been set such that a lane-change event is to be executed after a
lane-keep event, when, during the lane-keep event, the recognition
result of the environment recognition section 142 has determined
that a vehicle is approaching from the rear in the lane change
target lane at a speed at or above a threshold value, the action
plan generation section 144 may change the event following the
lane-keep event from a lane-change event to a deceleration event, a
lane-keep event, or the like. As a result, the vehicle control
system 100 can cause the vehicle M to autonomously travel safely
even in cases where a change occurs to the state of the
environment.
[0120] FIG. 6 is a diagram illustrating an example of the
configuration of the course generation section 146. The course
generation section 146 includes, for example, a travel mode
determination section 146A, a course candidate generation section
146B, and an evaluation/selection section 146C.
[0121] When implementing a lane-keep event, the travel mode
determination section 146A, for example, determines a travel mode
from out of constant speed travel, following-travel, low speed
following-travel, decelerating travel, curve travel, obstacle
avoidance travel, or the like. For example, the travel mode
determination section 146A determines that the travel mode is
constant speed travel when no other vehicles are present ahead of
the vehicle M. The travel mode determination section 146A
determines that the travel mode is following-travel in cases such
as when a vehicle in front is to be followed. The travel mode
determination section 146A determines that the travel mode is low
speed following-travel in a congested situation or the like. The
travel mode determination section 146A determines that the travel
mode is decelerating travel in cases where deceleration of a
vehicle in front has been recognized by the environment recognition
section 142, and in cases where an event for, for example, stopping
or parking is implemented. The travel mode determination section
146A determines that the travel mode is curve travel in cases where
the environment recognition section 142 has recognized that the
vehicle M is approaching a curve in the road. The travel mode
determination section 146A determines that the travel mode is
obstacle avoidance travel in cases where the environment
recognition section 142 has recognized an obstacle in front of the
vehicle M.
[0122] The course candidate generation section 146B generates
candidates for a course based on the travel mode determined by the
travel mode determination section 146A. FIG. 7 is a diagram
illustrating example candidates for a course generated by the
course candidate generation section 146B. FIG. 7 illustrates
candidates for a course generated when the vehicle M changes lanes
from a lane L1 to a lane L2.
[0123] Courses such as illustrated in FIG. 7, for example, are
determined by the course candidate generation section 146B as
collections of target areas (course points K) where the reference
position (for example, the center of mass or rear wheel axle
center) of the vehicle M is to arrive at predetermined times in the
future. FIG. 8 is a diagram illustrating candidates for a course
which are generated by connecting course points K by using the
course candidate generation section 146B. The wider the separation
between course points K, the faster the speed of the vehicle M, and
the narrower the separation between course points K, the slower the
speed of the vehicle M. Accordingly, the course candidate
generation section 146B gradually widens the separations between
the course points K when acceleration is desired, and gradually
narrows the separations between the course points when deceleration
is desired.
[0124] Thus, the course candidate generation section 146B needs to
apply a target speed to each course point K since the course points
K include a speed component. The target speed is determined in
accordance with the travel mode determined by the travel mode
determination section 146A.
[0125] Explanation follows regarding a determination method for the
target speed for performing a lane change (including at junctions).
The course candidate generation section 146B first sets a lane
change target area (or a merge target area). The lane change target
area is set as a position relative to nearby vehicles, and
determines "between which nearby vehicles to change lanes". The
course candidate generation section 146B observes three nearby
vehicles as references for the lane change target area, and
determines a target speed for performing the lane change.
[0126] FIG. 9 is a diagram illustrating a lane change target area
TA. In this figure, L1 represents the lane of the vehicle, and L2
represents an adjacent lane. Here, a vehicle in front mA is defined
as a nearby vehicle traveling directly in front of the vehicle M in
the same lane as the vehicle M, a forward reference vehicle mB is
defined as a nearby vehicle traveling directly in front of the lane
change target area TA, and a rear reference vehicle mC is defined
as a nearby vehicle traveling directly behind the lane change
target area TA. The vehicle M needs to accelerate or decelerate to
move to beside the lane change target area TA, but must avoid
tailgating the vehicle in front mA at this time. The course
candidate generation section 146B therefore predicts the future
state of the three nearby vehicles and determines a target speed
that will not cause interference with any of the nearby
vehicles.
[0127] FIG. 10 is a diagram illustrating a speed generation model
when the speed of the three nearby vehicles is assumed to be
constant. In this figure, the straight lines extending from mA, mB,
and mC each represent a displacement in the direction of progress
when the nearby vehicles are assumed to be traveling at respective
constant speeds. At a point CP where the lane change finishes, the
vehicle M must be between the forward reference vehicle mB and the
rear reference vehicle mC, and up to that point must be behind the
vehicle in front mA. Under such restrictions, the course candidate
generation section 146B derives plural time series patterns of
target speeds up to when the lane change finishes. Then, the time
series patterns of target speeds are applied to a model such as a
spline curve to derive plural candidates for the course as
illustrated in FIG. 7 described above. Note that the movement
pattern of the three nearby vehicles is not limited to that of
constant speeds such as illustrated in FIG. 10, and may be
predicted under the assumption of constant acceleration or constant
jerk (surge).
[0128] The evaluation/selection section 146C, evaluates, for
example, the candidates for the course generated by the course
candidate generation section 146B from the two viewpoints of plan
achievability and safety, and selects a course to be output to the
traction controller 160. From the viewpoint of plan achievability,
a course is evaluated highly in cases where, for example, the
course closely follows a previously generated plan (for example, an
action plan) and the total length of the course is short. For
example, in cases where a lane change to the right is desired, a
course that temporarily changes lanes to the left and then returns
is given a low evaluation. From the viewpoint of safety, for
example, the further the distance between the vehicle M and an
object (such as a nearby vehicle) and the smaller the amount of
change in acceleration/deceleration, steering angle, or the like at
each course point, the higher the evaluation.
[0129] The switch controller 150, for example, switches between the
automated driving mode and the manual driving mode based on a
signal input from the automated driving changeover switch 86A. The
switch controller 150 switches the driving mode based on operations
instructing the driving operation system of the HMI 70 to
accelerate, decelerate, or steer. Moreover, at the vicinity of the
expected end point or the like of the automated driving mode set by
the action plan information 186 or the like, the switch controller
150 performs handover control for transitioning from the automated
driving mode to the manual driving mode.
[0130] The traction controller 160 controls the traction drive
force output device 200, the steering device 210, and the brake
device 220 such that the vehicle M passes through the travel course
generated (scheduled) by the course generation section 146 at
expected timings.
[0131] When information related to switching the mode of driving
has been input by the automated driving controller 120, the HMI
controller 170 controls the HMI 70 or the like in accordance with
the input information. FIG. 11 is a diagram illustrating a
functional configuration example of the HMI controller 170 of the
first embodiment. The HMI controller 170 illustrated in FIG. 11
includes a drive controller 171, a storage controller 172, a
mode-specific controller 173, and an information providing section
174.
[0132] When information related to driving modes is notified by the
automated driving controller 120, the drive controller 171 drives
an adjustment mechanism that can directly or indirectly adjust the
positional relationships between the operation elements and the
vehicle occupant based on information that is related to the
positional relationship between the operation elements and the
vehicle occupant and that is associated with the driving mode by
the automated driving controller 120, obtained from the adjustment
position information 188 stored by the storage controller 172.
Moreover, the drive controller 171 adjusts the positional
relationships between the operation elements and the vehicle
occupant based on the position information of each operation
element set by the vehicle occupant using the HMI 70 (for example,
the various operation switches 86). Note that operation elements
refer to one or more operation elements included in the HMI 70, and
the vehicle occupant refers to one or more vehicle occupant present
in the vehicle M.
[0133] FIG. 12 is a diagram illustrating an example of the
adjustment position information 188. The adjustment position
information 188 illustrated in FIG. 12 indicates the position
information for each driving mode for the operation elements or the
like in the vehicle M. Please note that the "steering wheel 78",
"accelerator pedal 71", the "brake pedal 74", and the like are
examples of operation elements, there is no limitation thereto. A
shift lever 76 or the like may also be included. The operation
elements are operation elements that receive a driving operation by
the vehicle occupant of the vehicle M. Moreover, in the example of
FIG. 12, the "seat 87" and the "mirrors 91" are included as
configuration having positional relationships with the operation
elements that can be adjusted by the vehicle occupant.
[0134] In the example of FIG. 12, "normal mode (first mode)" and
"relax mode (second mode)" are included as driving modes. The
normal mode includes the manual driving mode in which the vehicle
occupant performs driving operations on the vehicle and the
automated driving modes in which the vehicle occupant needs to
monitor the surroundings (for example, Mode B and Mode C). The
relax mode includes automated driving modes in which the need for
the vehicle occupant to monitor the surroundings is low (Mode A)
compared to the automated driving modes in the normal modes. Note
that different adjustment position information 188 may be
respectively set for Mode B and Mode C described above.
[0135] The operation elements and the like can be adjusted in
position, direction (angle), and the like by the vehicle occupant
of the vehicle M in three dimensions either manually or via the
various operation switches 86 or the like. The operation elements
and the like described above can be adjusted in accordance with the
driving modes. Information related to position, direction, and the
like for respective modes is stored in the adjustment position
information 188. Information related to the position, direction,
and the like for the respective operation elements and the like
can, for example, be acquired by the seat position detection
section 88A, the mirror position detection section 92A, the
accelerator pedal position detection section 93A, the brake pedal
position detection section 94A, the steering wheel position
detection section 95A, and the like.
[0136] Here, FIG. 13 is a diagram for explaining a positional
relationship of the operation elements and the like of the vehicle
M in the normal mode. FIG. 14 is a diagram for explaining a
positional relationship of operation elements and the like of the
vehicle in the relax mode.
[0137] In the vehicle M, each operation element out of the
accelerator pedal 71, the brake pedal 74, and the steering wheel
78, the display device 82, the seat 87, the mirror (rear-view
mirror) 91, and the in-cabin camera 96 are illustrated in the
examples of FIG. 13 and FIG. 14. Note that the seat 87 illustrated
in FIG. 13 and FIG. 14 includes a seat section (seat cushion) 87A,
a backrest section (seat back) 87B, and a headrest 87C. For
example, the seat drive device 88 can detect an angle formed
between the seat section 87A and the backrest 87B (a reclining
angle) or the like, and can adjust the reclining angle. In the
example of FIG. 13 and FIG. 14, for the seat 87 of the driver seat
of the vehicle M, a three dimensional direction (X, Y, Z) set by a
vehicle occupant P with respect to the vehicle M, and a reclining
angle .theta. are stored for each driving mode as the adjustment
position information 188.
[0138] For example, in the example of FIG. 12, the position
information of the seat 87 set when in normal mode is stored as
(X1, Y1, Z1, .theta.1), and the position information of the seat 87
set when in automated driving mode is stored as (Xa, Ya, Za,
.theta.a). Moreover, similarly for the mirror 91, a three
dimensional position (X, Y, Z) and a mirror angle (0) can be set.
The angle of the mirror may be angles in three dimensional
coordinates (.theta.x, .theta.y, .theta.z). Moreover, three
dimensional positions (X, Y, Z) can be set for the accelerator
pedal 71, the brake pedal 74, and the steering wheel 78. Each three
dimensional position and angle is information having a position and
angle defined for each operation element as a reference, and
positions and angles in the vehicle M can be identified by the
three dimensional positions and angles illustrated in FIG. 12. Note
that the seat 87 described above is not limited to a driver seat.
The passenger seats may also be set for each seat, such as the rear
seats.
[0139] The storage controller 172 controls storage of information
related to positional relationships (positions and angles) for each
operation element and the like described above. The storage
controller 172 stores positional relationships of each operation
element with respect to the vehicle occupant in the plural driving
modes in the storage section 180 as the adjustment position
information 188. Moreover, the storage controller 172 stores
information related to the changed positional relationships in the
adjustment position information 188 when the positional
relationships of the operation elements and the like with respect
to the vehicle occupant have been changed from preset positional
relationships in the adjustment position information 188.
[0140] For example, at a timing of a switch between plural driving
modes having different levels of automated driving, or at a timing
at which a positional relationship between an operation element and
the vehicle occupant has been changed, in the vehicle M, the
storage controller 172 stores the adjustment position information
188 of the operation elements and the like for the current driving
mode in the adjustment position information 188 in association with
the respective mode.
[0141] For example, when the positional relationship of the
operation elements with respect to the vehicle occupant has been
changed from a preset positional relationship while relax mode is
being executed, the storage controller 172 stores the position of
the operation elements after being moved in the adjustment position
information 188, at the timing of the switch from the relax mode to
the normal mode or at the timing of the change in the positional
relationship.
[0142] When the mode is switched from the normal mode to the relax
mode, the drive controller 171 drives the adjustment mechanism (for
example, the seat drive device 88, the mirror drive device 92, the
accelerator pedal drive device 93, the brake pedal drive device 94,
and the steering wheel drive device 95) described above such that
each operation element moves relatively in a direction away from
the vehicle occupant P. The accelerator pedal 71 and the brake
pedal 74, for example, move to a position at the front of the
vehicle M (in the arrow a direction in FIG. 14) due to the
adjustment mechanism being driven. Moreover, the steering wheel 78
moves in a direction (the arrow b direction illustrated in FIG. 14)
going into the dashboard (is stored in the dashboard). Moreover,
the mirror 91 moves in a direction (the arrow c direction
illustrated in FIG. 14) to fold up toward the ceiling side of the
vehicle M. The seat 87 also moves in a direction (the arrow d
direction illustrated in FIG. 14) to increase the reclining angle
(.theta.1<.theta.a) as the seat 87 overall moves rearward (the
arrow e direction illustrated in FIG. 14). Thus, in the first
embodiment, in the relax mode, the operation elements and the like
move in a direction away from the vehicle occupant, enabling a
space to be provided in which the vehicle occupant can easily adopt
a relaxed posture.
[0143] Moreover, when the mode is switched from the relax mode to
the normal mode, the drive controller 171 drives the adjustment
mechanism such that each operation element and the like moves into
a positional relationship in the normal mode based on the
information stored in the adjustment position information 188.
Namely, the drive controller 171 can move each operation element
and the like to the respective positions in FIG. 13 and FIG. 14
described above based on the adjustment position information 188
stored in the storage section 180 for the normal mode and the relax
mode. Moreover, when the positional relationship between each
operation element and the like and the vehicle occupant has been
changed by an operation by the vehicle occupant during
implementation of each driving mode, the storage controller 172
updates the content of the adjustment position information 188
based on the position of the operation elements and the like after
moving, at a timing at which the driving mode switches or at a
timing at which the positional relationship changes.
[0144] Note that the storage controller 172 may, for example, store
history information related to positional relationships that were
changed in the past in the storage section 180 or the like. In such
cases, at a timing of switching the driving mode or the like, the
drive controller 171 may refer to the history information described
above and control driving so as to restore an original positional
relationship, or may adjust the positional relationship based on
average values or the like of the positional relationship obtained
from plural items of history information.
[0145] This enables the positional relationships between the
vehicle occupant and the operation elements in driving modes to be
adjusted to appropriate positional relationships. Moreover, the
complexity of the operation for the vehicle occupant can be reduced
since there is no need to readjust the positions of the operation
elements for each switch in the driving mode.
[0146] FIG. 15 is a diagram illustrating an example of a state
transition scheme of positional relationships for switches in each
driving mode. In the example of FIG. 15, "Position N" indicates the
positional relationship between the operation elements and the
vehicle occupant in the normal mode (for example, the manual
driving mode) described above, and "Position R" indicates the
positional relationship between the operation elements and the
vehicle occupant in the relax mode (for example, Mode A (TJP mode)
of the automated driving modes).
[0147] In the example of FIG. 15, "Position N" stores the
positional relationship between each operation element and the
vehicle occupant (for example, the driver) preset for the normal
mode. "Position N" adjusts to the positional relationships preset
for the normal mode when returning to the normal mode from
"Position R" or "a position in which the vehicle occupant had
changed positional relationships or the like from the Position R"
in the relax mode. Moreover, "Position R" is the positional
relationship set in the relax mode, and, for example, can be
changed from the positional relationship of the "Position N" by a
constant amount. Since there is no need to monitor the surroundings
of the vehicle M in the relax mode, the positional relationships
and the like moved by the preferences of the vehicle occupant can
be stored in the storage section 180 in the case of the "Position
R".
[0148] Note that the positional relationships described above can
be respectively set for each vehicle occupant. To identify the
vehicle occupant, for example, a face image may be acquired by
image analysis of an image captured by the in-cabin camera 96, and
the vehicle occupant can be identified by performing facial
recognition or the like by matching feature information obtained
from the acquired face image to pre-stored feature information of
the face of the vehicle occupant. Since the adjustment position
information 188 for each vehicle occupant is stored in the storage
section 180, even when the vehicle occupant seated in the seat 87
of the vehicle M has changed, the positional relationships with the
operation elements in each driving mode can be adjusted using the
content that that occupant had set previously, without moving to a
positional relationship that another vehicle occupant previously
moved to.
[0149] In the example of FIG. 15, for example, when confirmed that
the TJP mode is OFF and no other operating mode is being
implemented, the positional relationships during motion of the
vehicle M and after arriving at the destination are applied as the
normal mode. Here, when confirmed that the TJP mode is ON (that the
driving mode has switched to Mode A), the drive controller 171
reads the positional relationships of the relax mode from the
adjustment position information 188. The drive controller 171
adjusts the position of the operation elements and the like in the
vehicle M based on the read positional relationships. The adjusted
positional relationships are also applied during motion of the
vehicle M and after arrival. Moreover, when confirmed that the TJP
is in the ON state and that there are no other operation modes, the
position information of the relax mode is continued. Moreover, when
confirmed that the TJP mode is OFF, the positional relationships
are adjusted back to the positional relationships of the normal
mode.
[0150] Here, in each state out of "Position N" and "Position R",
when driving control has been implemented using an operation mode
(driving mode) assigned to neither the "Position N" nor the
"Position R", driving is implemented with positional relationships
corresponding to that operation mode. In such cases, for example,
the positional relationships between the operation elements and the
vehicle occupant can be changed in accordance with the operation
mode. Subsequently, when another operation mode ends and it is
confirmed that TJP mode is ON (relax mode), the storage controller
172 updates the adjustment position information 188 to the current
position (current positional relationship) as "Position R".
Moreover, in this state, the positional relationship of "Position
R" continues while moving and after arrival if there are no other
operation modes.
[0151] Moreover, in cases where another operation mode has ended
and it has been confirmed that TJP mode is OFF (normal mode), the
storage controller 172 updates the adjustment position information
188 to the current position as "Position N". Moreover, in this
state, the positional relationships of the "Position N" continue
while moving and after arrival if there are no other operation
modes. Thus, since the vehicle occupant does not need to readjust
the positions of the operation elements with each switch in driving
mode, the complexity of the operation for the vehicle occupant can
be reduced by updating the "Position N" and the "Position R" at a
timing at which an operation to change the positional relationship
between the operation elements and the vehicle occupant has
completed. Note that in the case of the normal mode, when the
positional relationship between the operation elements and the
vehicle occupant is adjusted, adjustments are made in a range that
enables manual driving, since the vehicle occupant needs to monitor
the surroundings of the vehicle M. Moreover, in the case of the
normal mode, setting may be made such that the positional
relationship stored in the adjustment position information 188
cannot be updated (changed).
[0152] When notified of information relating to the driving mode by
the automated driving controller 120, the mode-specific controller
173 references the mode-specific operation permission information
190, and controls the HMI 70 according to the classification of the
automated driving mode.
[0153] FIG. 16 is a table illustrating an example of the
mode-specific operation permission information 190. The
mode-specific operation permission information 190 illustrated in
FIG. 16 includes, for example, "manual driving mode" and "automated
driving mode" as driving mode items. The mode-specific operation
permission information 190 includes "Mode A", "Mode B", "Mode C",
and the like described above under "automated driving mode". The
mode-specific operation permission information 190 also includes a
"navigation operation", which is an operation on the navigation
device 50, a "content playback operation", which is an operation on
the content playback device 85, an "instrument panel operation",
which is an operation on the display device 82, and the like, as
items of the non-driving operation system. In the example of the
mode-specific operation permission information 190 illustrated in
FIG. 16, permissions are set for operations by the vehicle occupant
on the non-driving operation system for each of the driving modes
described above; however, the relevant interface devices are not
limited thereto.
[0154] The mode-specific controller 173 identifies devices
permitted for use and devices not permitted for use by referencing
the mode-specific operation permission information 190 based on the
mode information acquired from the automated driving controller
120. Moreover, the mode-specific controller 173 controls whether or
not receipt of operations from the vehicle occupant is permitted
for the HMI 70 of the non-driving operation system and the
navigation device 50, based on the identification result.
[0155] For example, when the driving mode executed by the vehicle
control system 100 is the manual driving mode, a vehicle occupant
operates the driving operation system configuration of the HMI 70
(for example, the accelerator pedal 71, the brake pedal 74, the
shift lever 76, the steering wheel 78, and the like). When the
driving mode executed by the vehicle control system 100 is an
automated driving mode such as Mode B or Mode C, the vehicle
occupant is made to monitor the surroundings of the vehicle M. In
such a case, in order to prevent activities (driver distractions)
other than driving (for example, operating the HMI 70) from
distracting the attention of the vehicle occupant, the
mode-specific controller 173 performs control such that part or all
of the non-driving operation system of the HMI 70 does not receive
operations. At such times, in order to promote monitoring of the
surroundings of the vehicle M, the mode-specific controller 173 may
cause the presence of vehicles surrounding the vehicle M that have
been recognized by the environment recognition section 142 and the
state of these nearby vehicles to be displayed on an output section
such as the display device 82 using images or the like, and the
mode-specific controller 173 may receive confirmation operations
from the HMI 70 in accordance with the situation when the vehicle M
is traveling.
[0156] When the driving mode is Mode A of automated driving, the
mode-specific controller 173 may ease driver distraction
restrictions, and perform control such that the non-driving
operation system that was not receiving operations now receives
operations from the vehicle occupant. For example, the
mode-specific controller 173 displays an image on the display
device 82, outputs audio through the speaker 83, or plays back
content from a DVD or the like on the content playback device 85.
Note that in addition to content stored on a DVD or the like, the
content played back by the content playback device 85 may include,
for example, various content related to leisure and entertainment,
such as television programming or the like. The "content playback
operation" illustrated in FIG. 16 may also mean a content operation
related to such leisure and entertainment. Moreover, each driving
mode illustrated in FIG. 16 may be set for the two driving modes
described above: the normal mode and the relax mode.
[0157] The information providing section 174 uses output sections,
such as the navigation device 50, the display device 82, and the
speaker 83 of the HMI 70 to notify the vehicle occupant of the
vehicle M with specific information. The specific information is,
for example, information related to the current driving mode,
information related to switches in driving mode, or information
related to adjustment position information of each operation
element; however, there is no limitation thereto. For example,
various information such as route guidance information, the
weather, or news may be presented. Note that the information
providing section 174 may output specific information to the output
sections of the HMI 70, which, depending on the driving mode, the
vehicle occupant may be able to operate. This enables specific
information to be output to display sections and the like that the
vehicle occupant is highly likely to be viewing.
[0158] Here, the information providing section 174 outputs the
specific information and the like described above via the HMI 70
using text, images, video, audio, or the like. For example, when
the vehicle M has reached the destination with the driving mode in
the relax mode, the information providing section 174 may perform
processing such as outputting an alarm or the like to rouse and
awaken the vehicle occupant. Note that rousing the vehicle occupant
is, for example, placing the vehicle occupant seated in the driver
seat in a state in which the vehicle occupant can drive. Moreover,
when the vehicle M is in relax mode, for example, the information
providing section 174 outputs a relaxing screen (for example, an
image or video of the seaside, mountains, a waterfall, a grass
plain, an animal, fish, or the like) to the display device 82 or
the like. Moreover, when the vehicle M is in the relax mode, the
information providing section 174 may output relaxing music (such
as the sound of rippling ocean waves) from the speaker 83 or the
like.
[0159] Moreover, when the vehicle M is in the relax mode, the
information providing section 174 may, for example, output negative
ions, vapors with a pleasant fragrance, or the like from an air
conditioning unit in the vehicle M. Moreover, when the vehicle M is
in the relax mode, the information providing section 174 may, for
example, activate a massage function provided to the seat 87, and
may active a mechanism for allowing the vehicle occupant to extend
their legs. In the information providing section 174 described
above, the provided content during the relax mode may be
respectively set for each vehicle occupant. The storage controller
172 may store each item of setting data in the storage section 180
together with the adjustment position information 188. When the
vehicle M has switched to the relax mode, the information providing
section 174 may provide the information described above from the
setting information stored in the storage section 180.
Processing Flow of First Embodiment
[0160] Explanation follows regarding position control processing of
each operation element of the vehicle control system 100 of the
first embodiment, with reference to flowcharts. Note that in the
explanation that follows, explanation is given regarding position
control processing of each operation element; however, the content
of the processing by the vehicle control system 100 is not limited
thereto. Moreover, "operation element" in the processing flow may
include the seat 87 or the like.
[0161] FIG. 17 is a flowchart illustrating an example of position
control processing of the first embodiment. In the example of FIG.
17, when notified with information regarding the mode of automated
driving by the automated driving controller 120, the drive
controller 171 determines whether or not that driving mode is a
driving mode for which monitoring the surroundings is unnecessary
(for example, Mode A) (step S100). In the case of a driving mode in
which monitoring the surroundings is unnecessary, the drive
controller 171 acquires the adjustment position information 188 of
each operation element for the relax mode (step S102), and moves
each operation element to the position of the relax mode (relax
mode position) by driving adjustment mechanisms that adjust the
positional relationships based on the acquired adjustment position
information 188 (step S104).
[0162] Next, the drive controller 171, for example, determines
whether or not the driving mode of the vehicle M has transitioned
by handover control or the like to a driving mode for which
monitoring the surroundings is necessary (step S106). In cases
where transition has not been made to a driving mode requiring
monitoring of the surroundings, the drive controller 171 determines
whether or not there has been an override request to switch from
the automated driving mode to the manual driving mode issued to an
operation element by the vehicle occupant using a driving operation
(step S108).
[0163] In cases where transition has been made to a driving mode
requiring monitoring of the surroundings, or in cases where there
is an override request from the vehicle occupant, the drive
controller 171 determines whether or not there was a position
operation (a change operation on one or both of the position and
angle) on the operation elements by the vehicle occupant (step
S110). In cases where there was a position operation, the storage
controller 172 stores position information (the positional
relationship between the operation elements and the vehicle
occupant) after the operation in the adjustment position
information 188 as the relax position (step S112). Next, the drive
controller 171 moves each operation element and the like to realize
the positional relationships of the normal mode (the normal
position) preset by the adjustment position information 188 (step
S114), and the processing of the flowchart ends. Note that when
moving to the normal position, the operation elements and the like
may be moved to positions preset by the adjustment position
information 188, or the operation elements may move to adjusted
positions in accordance with position operation amounts by the
vehicle occupant.
[0164] Moreover, at step S110, when the vehicle occupant has not
performed a position operation on the operation elements, the drive
controller 171 moves each operation element and the like to the
normal position preset by the adjustment position information 188
without updating settings, and the processing of the flowchart
ends. Note that the processing described above is repeatedly
executed at predetermined intervals or at predetermined
timings.
[0165] In the example of FIG. 17, although the information of the
adjustment position information 188 is stored (for example,
updated) when a position operation on an operation element is
performed while implementing the relax mode at a timing of a switch
from the relax mode to the normal mode, there is no limitation
thereto; the information of the adjustment position information 188
may be stored each time a position operation on an operation
element is received. Moreover, even when a position operation has
been performed on an operation element while implementing the
normal mode, the information of the adjustment position information
188 may be stored based on the new positional relationships at a
timing of a switch in driving mode or at a timing at which the
positional relationships between the operation elements and the
vehicle occupant are changed.
[0166] As described above, according to the first embodiment, by
storing the changed positional relationships when positional
relationships of the operation elements in each mode (relative
relationships between the operation elements and the vehicle
occupant) are changed from preset positional relationships,
operation elements can be adjusted to appropriate positional
relationships for the vehicle occupant when the mode is switched.
Moreover, according to the first embodiment, the complexity of
operations for an occupant can be reduced since there is no need to
readjust positions with each switch in driving mode. For example, a
comfortable posture can be provided for the vehicle occupant by
automatically switching the seat position to an automated driving
mode position when the mode is switched from a mode in which
monitoring of driving of the vehicle M by the vehicle occupant is
necessary, to an automated driving mode in which monitoring is
unnecessary.
Second Embodiment
[0167] Next, explanation follows regarding a second embodiment.
When comparing the second embodiment to the first embodiment, the
state of the vehicle occupant is determined and the position or the
like of each operation element (for example, the position of the
seat 87) is adjusted based on the determination result in the
second embodiment. Note that similar configuration to the
configuration illustrated in FIG. 1 to FIG. 3 described above can
be applied for the configuration and the like of the vehicle
control system 100 in the second embodiment, and specific
explanation thereof is therefore omitted here.
[0168] FIG. 18 is a diagram illustrating a functional configuration
example of an HMI controller 300 of the second embodiment. The HMI
controller 300 illustrated in FIG. 18 includes the drive controller
171, the storage controller 172, the mode-specific controller 173,
the information providing section 174, and a vehicle occupant state
detection section (state detection section) 302. The HMI controller
300 may replace the HMI controller 170 of the first embodiment
described above. When comparing the HMI controller 170 to the HMI
controller 300, the vehicle occupant state detection section 302
has been added in the HMI controller 300. Accordingly, in the
explanation that follows, explanation is given regarding processing
for the vehicle occupant state detection section 302, and
explanation of other sections is omitted.
[0169] The vehicle occupant state detection section 302 detects the
number of vehicle occupants from the images captured by the
in-cabin camera 96, and the riding position or the like of each
vehicle occupant. Moreover, the vehicle occupant state detection
section 302 detects the face position, posture, gaze, and the like
of the vehicle occupants by image analysis of the captured images,
and determines whether or not the vehicle occupant is monitoring
the surroundings based on the detected state of the vehicle
occupant. When the surroundings are not being monitored in a
driving mode in which the vehicle occupant needs to monitor the
surroundings, the vehicle occupant state detection section 302 can
use the information providing section 174 to issue a notification
on the display device 82 or the like to the vehicle occupant to
monitor the surroundings of the vehicle M.
[0170] Moreover, in the second embodiment, when it has been
detected by the vehicle occupant state detection section 302 that
there is a vehicle occupant in a seat behind the driver seat 87,
the drive controller 171 may instruct a drive mechanism so that an
amount of driver seat movement toward the rear (the reclining
angle, or amount of movement of the seat itself) is limited. More
specifically, the drive controller 171 may detect the position of
the vehicle occupant in the rear seat using the vehicle occupant
state detection section 302, and allow the seat 87 to be set only
to reclining positions that are forward of the position where the
vehicle occupant was detected.
[0171] Moreover, positional relationships may be stored as the
adjustment position information 188 irrespective of whether there
is a vehicle occupant in the rear seat, and the drive controller
171 may instruct a drive mechanism such that the movement amount is
limited with respect to a position stored in the adjustment
position information 188 when it has been detected by the vehicle
occupant state detection section 302 that a vehicle occupant is in
the rear seat. Moreover, the storage controller 172 may stores the
adjustment position information 188 in accordance with a set
movement amount, and might not update the adjustment position
information when a vehicle occupant is in the rear seat. This can,
for example, suppress a vehicle occupant in the rear seat from
being touched by the driver seat 87 or pinned by the seat 87.
[0172] Moreover, for example, out of all of the seats 87 of the
vehicle M, for seats in which vehicle occupants are seated or
preset seats, the drive controller 171 may control each seat to be
in the relax mode or the normal mode in accordance with a state
detection result from the vehicle occupant state detection section
302. This enables positional relationships between the operation
elements and the vehicle occupant to be efficiently controlled.
Processing Flow of Second Embodiment
[0173] Explanation follows regarding position control processing of
each operation element of the vehicle control system 100 of the
second embodiment, with reference to a flowchart. Note that
although explanation regarding position control processing for each
operation element is given in the following explanation, the
content of the processing by the vehicle control system 100 is not
limited thereto.
[0174] FIG. 19 is a flowchart illustrating an example of a position
control processing of the second embodiment. In the example of FIG.
19, when information regarding automated driving modes has been
notified by the automated driving controller 120, the drive
controller 171 determines whether or not the driving mode is a
driving mode in which monitoring the surroundings is unnecessary
(for example, Mode A) (step S200). In the case of a driving mode in
which monitoring the surroundings is unnecessary, the drive
controller 171 acquires the adjustment position information 188 of
each operation element for the relax mode (step S202). Next, the
drive controller 171 determines whether or not a vehicle occupant
is present in the rear seat based on the state detection result
from the vehicle occupant state detection section 302 (step S204).
In cases where no vehicle occupant is present in the rear seat, the
drive controller 171 drives an adjustment mechanism that adjusts
the positional relationships to move each operation element to the
position of the relax mode (relax position) based on the acquired
adjustment position information (step S206). In other words, when a
vehicle occupant is in the rear seat, movement to the relax
position may be performed, alternatively, the operation elements
and the like may be moved toward the relax position within a
limited range that will not cause contact with or pinning of the
vehicle occupant seated in the rear seat, based on information
related to the position of the vehicle occupant seated in the rear
seat.
[0175] Next, the drive controller 171 determines whether or not the
driving mode of the vehicle M has transitioned to a driving mode in
which monitoring the surroundings is necessary (step S208). In
cases where transition has not been made to a driving mode in which
monitoring the surroundings is necessary, the drive controller 171
determines whether or not an override request to switch from
automated driving to manual driving has been made by a vehicle
occupant performing a driving operation on an operation element
(step S210).
[0176] In cases where transition has been made to a driving mode in
which monitoring the surroundings is necessary, or in cases where
an override request has been made by a vehicle occupant, the drive
controller 171 determines whether or not there has been a position
operation on an operation element by the vehicle occupant (step
S212). In cases where there has been a position operation,
determination is made as to whether or not a vehicle occupant is
present in the rear seat (step S214). In cases where no vehicle
occupant is present in the rear seat, the storage controller 172
stores the position information after an operation in the
adjustment position information 188 as the relax position (step
S216). In other words, the storage controller 172 might not update
the settings of the adjustment position information 188 to set the
position after an operation as the relax position in cases where
vehicle occupant is present in the rear seat.
[0177] Next, the drive controller 171 moves each operation element
and the like to the normal position from the adjustment position
information 188 (step S218), and processing of the flowchart ends.
Moreover, after step S216 or at step S212, when no position
operation has been made on the operation elements by the vehicle
occupant, the drive controller 171 moves each operation element to
the position of the normal mode (normal position) from the
adjustment position information 188 without updating the settings,
and the processing of the flowchart ends. Note that the processing
described above is repeatedly executed at predetermined intervals
or at predetermined timings.
[0178] As described above, according to the second embodiment, the
movement of each operation element between the relax mode and the
normal mode can be adjusted in accordance with the posture and
state of a vehicle occupant and which seat the vehicle occupant is
seated in by detecting the vehicle occupant state inside the
vehicle M.
Third Embodiment
[0179] Next, explanation follows regarding a third embodiment. When
comparing the third embodiment to the first embodiment, in the
third embodiment, for example, when there has been a request from a
vehicle occupant to ease restrictions on the driver distractions
described above, the drive controller 171 moves each operation
element in accordance with the mode change in addition to easing
the restrictions. Note that requests to ease restrictions on driver
distractions can be received by, for example, an operation
reception section such as the display device 82, the various
operation switches 86, or the like of the HMI 70.
[0180] Moreover, when the request to ease restrictions on driver
distractions described above has been made via the operation
reception section (the HMI 70), the drive controller 171 determines
whether or not easing of restrictions on driver distractions is
permissible, and moves each operation element in accordance with a
mode change in cases where this has been determined as
permissible.
[0181] Note that similar configuration to that illustrated in FIG.
1 and FIG. 3 and that of the HMI controller 170 illustrated in FIG.
11 described above can be applied as the configuration and the like
of the vehicle control system 100 of the third embodiment, and
specific explanation thereof is therefore omitted here.
Processing Flow of Third Embodiment
[0182] Explanation follows regarding position control processing of
each operation element of the vehicle control system 100 of the
third embodiment, with reference to a flowchart. Note that although
explanation is given regarding the position control processing of
each operation element in the following explanation, the content of
processing by the vehicle control system 100 is not limited
thereto.
[0183] FIG. 20 is a flowchart illustrating an example of the
position control processing of the third embodiment. In the example
of FIG. 20, the drive controller 171 determines whether or not a
request to ease restrictions on driver distractions has been
received by the operation reception section or the like (step
S300). In cases where a request to ease restrictions has been
received, the drive controller 171 acquires the adjustment position
information 188 of each operation element for the relax mode (step
S302), and moves the operation elements to the relax positions
based on the acquired adjustment position information 188 (step
S304). Note that after a request to ease restrictions has been
received, in the processing of step S302, determination may be made
as to whether or not the driving mode is a driving mode in which
monitoring the surroundings is unnecessary (for example, Mode A),
and in cases where the driving mode is a driving mode in which
monitoring the surroundings is unnecessary, each operation element
may be moved to the position of the relax mode (relax
position).
[0184] Moreover, the processing of from step S306 to step S314 of
FIG. 20 is similar to the processing of from step S106 to step S314
of the first embodiment described above, and specific explanation
thereof is therefore omitted here.
[0185] As described above, according to the third embodiment, in
cases where a vehicle occupant of the vehicle M has made a request
to ease restrictions (including release of restrictions) on
operations on the HMI 70 of the entertainment system (non-driving
operation system) such as television or content playback, in
addition to controlling the HMI 70 in accordance with this
permission, operation elements can be moved as intended by the
driver by driving adjustment mechanisms such that each operation
element is moved.
Fourth Embodiment
[0186] Next, explanation follows regarding a fourth embodiment.
When comparing the fourth embodiment to the first embodiment, in
the fourth embodiment, when the positional relationships of the
operation elements with the vehicle occupant have changed from the
preset positional relationships while the relax mode is being
implemented by the automated driving controller 120, the positional
relationships of the normal mode are changed based on the changed
positional relationships. Namely, in the fourth embodiment, the
storage controller 172 corrects the normal positions (the
positional relationships of the normal mode) set by the adjustment
position information 188 described above so that the normal mode
matches the changed content (movement operations of the operation
element and the like) of the relax positions (positional
relationships of the relax mode).
[0187] To explain more specifically, first, in the relax mode, the
drive controller 171 drives the adjustment mechanisms and moves the
operation elements and the like based on the relax position set by
the adjustment position information 188. Then, the drive controller
171 acquires the movement amount when the operation elements have
been moved by the vehicle occupant. Next, the storage controller
172 updates the normal position set by the adjustment position
information 188 based on the movement amount. Namely, in the relax
mode, the storage controller 172 not only reflects the data
according to the update amount (movement amount) in the positional
relationship in the relax mode, but also reflects this data in the
adjustment position information 188 in the normal mode.
[0188] For example, in the relax mode, when the reclining angle of
the seat 87 is inclined 5.degree. to the seat rear from the relax
position set by the adjustment position information 188, the
adjustment position information 188 is corrected so that the
reclining angle is also inclined 5.degree. to the vehicle rear from
the normal position set by the adjustment position information 188
after adjusting the positional relationships of the normal
mode.
[0189] As described above, according to the fourth embodiment, when
the positional relationship between each operation element and the
vehicle occupant has been adjusted in the normal mode, there is no
need to re-perform this change in positional relationship when in
the relax mode, since the positional relationship in the normal
mode can be corrected from the positional relationship in the relax
mode. Thus, according to the fourth embodiment, efficient position
adjustments can be performed on the operation elements and the
like.
Fifth Embodiment
[0190] Next, explanation follows regarding a fifth embodiment. When
comparing the fifth embodiment with the first embodiment, in the
fifth embodiment, in cases where the relax mode is selected or
being executed when the vehicle M has arrived at the set
destination, the drive controller 171 instructs the adjustment
mechanisms to maintain the positions of the respective operation
elements in the positional relationships of the relax mode.
Accordingly, the vehicle occupant can more easily get out when
disembarking the vehicle at the destination, since the space for
the occupant is wider. Moreover, boarding is also easy when
boarding the vehicle. Moreover, in cases where the vehicle M
resumes driving in the relax mode, driving control can be achieved
efficiently by the driving mode since there is no need to return to
the normal mode.
[0191] Moreover, in the fifth embodiment, in cases where the relax
mode is selected or being executed when the vehicle has arrived at
the set destination, the drive controller 171 may cause the seat
drive device 88 to drive the seat 87 such that the reclining angle
(degree of tilting) of the backrest 87B of the seat 87 moves toward
the upright direction. Accordingly, the vehicle occupant can be
guided to a posture that facilitates getting out from the vehicle
M, since the backrest 87B of the seat 87 becomes upright at the
destination.
Sixth Embodiment
[0192] Next, explanation follows regarding a sixth embodiment. When
comparing the sixth embodiment to the first embodiment, in the
sixth embodiment, an adjustment section is included for adjusting
the seating comfort of the seat 87 of the vehicle M. Moreover, in
the sixth embodiment, information related to seating comfort of the
seat 87 in each driving mode may be stored in advance in the
storage section 180, information related to seating comfort may be
acquired from the storage section 180 at a timing at which the
driving mode switches, and the seating comfort may be adjusted to
corresponding to the driving mode. Note that information related to
seating comfort includes, for example, "elasticity" or "stiffness"
of the seat 87, and "hardness" is an example of "elasticity" or
"stiffness". Note that similar configuration to the configuration
illustrated in FIG. 1 to FIG. 3 described above can be applied for
the configuration and the like of the vehicle control system 100 in
the sixth embodiment, and specific explanation thereof is therefore
omitted here.
[0193] FIG. 21 is a diagram illustrating a functional configuration
example of an HMI controller 400 of the sixth embodiment. The HMI
controller 400 illustrated in FIG. 21 includes the drive controller
171, the storage controller 172, the mode-specific controller 173,
the information providing section 174, and a hardness adjustment
section (adjustment section) 402. Note that the HMI controller 400
may replace the HMI controller 170 of the first embodiment
described above. When comparing the HMI controller 170 to the HMI
controller 400, the hardness adjustment section 402 has been added
in the HMI controller 400. Accordingly, in the explanation that
follows, explanation is given regarding processing for the hardness
adjustment section 402, and explanation of other sections is
omitted.
[0194] The hardness adjustment section 402 adjusts the hardness of
the seat 87 in which the occupant of the vehicle is seated in
accordance with the driving mode implemented by the automated
driving controller 120. For example, when the hardness of the seat
87 can be adjusted via the air pressure inside the seat, the
hardness adjustment section 402 reduces the air pressure in the
relax mode to less than the air pressure in the normal mode. This
enables the seating comfort of the seat when in the relax mode to
be greater than when in the normal mode.
[0195] Moreover, the hardness adjustment section 402, for example,
includes a plate-shaped object within the seat 87, and the feeling
of the upper face (a face in contact with the vehicle occupant) of
the seat 87 can be hardened by sliding the plate-shaped object
toward the vehicle occupant side when in the normal mode. Moreover,
when in the relax mode, the hardness adjustment section 402 can
soften the feeling of the upper face (the face in contact with the
vehicle occupant) of the seat 87 by sliding the plate-shaped object
toward the inner side of the seat 87.
[0196] The hardness adjustment section 402 may change the
elasticity or stiffness of the seat by step-wise
increases/decreases of fixed amounts, or the elasticity or
stiffness may be arbitrarily set for each driving mode by an
operation by the vehicle occupant.
[0197] The storage controller 172 adds the information related to
seating comfort (elasticity or stiffness) of the seat 87 to be
adjusted by the hardness adjustment section 402 based on each
driving mode (for example, the internal air pressure, the position
of the plate-shaped object, or the degree of hardness associated
these values) to the adjustment position information 188 described
above, or the storage controller 172 stores the information in the
storage section 180 as separate information (hardness information)
from the adjustment position information 188. Moreover, the storage
controller 172 may store information related to seating comfort for
each vehicle occupant. Accordingly, the hardness adjustment section
402 can switch the elasticity or stiffness in each driving mode for
each vehicle occupant.
[0198] As described above, according to the sixth embodiment, the
seating comfort of the seat 87 can be appropriately adjusted in
accordance with each driving mode. According to the sixth
embodiment, for example, the pleasantness can be improved for the
vehicle occupant by setting the hardness of the seat 87 in the
relax mode softer than in the normal mode.
Seventh Embodiment
[0199] Next, explanation follows regarding a seventh embodiment.
When comparing the seventh embodiment to the first embodiment, in
the seventh embodiment, in addition to the normal mode (a first
mode) and the relax mode (a second mode), a driving mode enabling
emergency avoidance during automated driving (a third mode) is also
set. The third mode is referred to as the "semi-relax mode"
hereafter. Namely, in the seventh embodiment, three or more modes
having different levels of automated driving are included as the
plural driving modes of the vehicle M. Moreover, in the seventh
embodiment, out of the positional relationships between the
operation elements and the vehicle occupant in the relax mode, some
of the positional relationships of the operation elements are
adjusted when in the semi-relax mode. In the seventh embodiment,
the third mode may be Mode B or Mode C of the automated driving
mode described above.
[0200] Similar configuration to the configuration illustrated in
FIG. 1 to FIG. 3 described above can be applied for the
configuration and the like of the vehicle control system 100 in the
seventh embodiment, and specific explanation thereof is therefore
omitted here. FIG. 22 is a diagram illustrating a functional
configuration example of an HMI controller 500 of the seventh
embodiment. The HMI controller 500 illustrated in FIG. 22 includes
the drive controller 171, the storage controller 172, the
mode-specific controller 173, the information providing section
174, and a surroundings condition determination section 502. Note
that the HMI controller 500 may replace the HMI controller 170 of
the first embodiment described above. Moreover, when comparing the
HMI controller 170 to the HMI controller 500, the surroundings
condition determination section 502 is added in the HMI controller
500. Accordingly, in the explanation that follows, explanation is
given regarding processing for the surroundings condition
determination section 502, and explanation of other sections is
omitted.
[0201] The surroundings condition determination section 502, for
example, determines the congestion level or the like of the
surroundings condition of the vehicle M based on the detection
result from the detection device DD and images captured by the
camera 40. For example, the surroundings condition determination
section 502 determines that the surroundings condition is one of
congestion when there are many other vehicles nearby the vehicle M
(for example, when there is a predetermined number or greater of
vehicles within a predetermined range centered on the vehicle M)
from the detection result from the detection device DD or the image
captured by the camera 40 described above. Moreover, the
surroundings condition determination section 502 may determine that
the surroundings condition is one of congestion when a pedestrian
or obstacle is present nearby the vehicle, or when the number of
pedestrians or obstacles is greater than a predetermined number.
Note that the surroundings condition determination section 502 may
determine the surroundings condition based on the driving mode
executed by the automated driving controller 120.
[0202] The drive controller 171 performs step-wise control on a
degree of change in the positional relationships between the
operation elements and the vehicle occupant to correspond with the
driving mode. For example, when the surroundings condition of the
vehicle M is one of congestion (when the congestion level is a
threshold value or greater) according to the determination result
from the surroundings condition determination section 502, the
drive controller 171 drives the adjustment mechanism that adjusts
the positional relationships between the operation element and the
vehicle occupant based on either the normal mode or the semi-relax
mode (the mode capable of emergency avoidance: the third mode)
having a different change level of the positional relationships
from the relax mode. Moreover, when the semi-relax mode has been
selected via a driving mode selection by the vehicle occupant, the
drive controller 171 may drive the adjustment mechanism that
adjusts the positional relationships between the operation elements
and the vehicle occupant based on the semi-relax mode.
[0203] Moreover, in the case of the seventh embodiment, in addition
to the normal mode and the relax mode, information related to
positional relationships for the semi-relax mode are also set in
the adjustment position information 188 described above. When the
positional relationships between the operation elements and the
vehicle occupant have been changed by the vehicle occupant in the
semi-relax mode, the storage controller 172 stores the positional
relationships for the changed operation elements in the adjustment
position information 188 at the timing of a switch to another mode
or at the timing at which the positional relationships were
changed.
Processing Flow of Seventh Embodiment
[0204] Explanation follows regarding position control processing of
each operation element of the vehicle control system 100 of the
seventh embodiment, with reference to a flowchart. Note that
although explanation regarding position control processing for each
operation element is given in the following explanation, the
content of the processing by the vehicle control system 100 is not
limited thereto.
[0205] FIG. 23 is a flowchart illustrating an example of position
control processing of the seventh embodiment. In the example of
FIG. 23, when information regarding the automated driving mode has
been notified by the automated driving controller 120, the drive
controller 171 determines whether or not that driving mode is a
driving mode in which monitoring the surroundings is unnecessary
(for example, Mode A) (step S400). In the case of a driving mode in
which monitoring the surroundings is unnecessary, the drive
controller 171 acquires the adjustment position information 188 of
each operation element for the relax mode (step S402).
[0206] Next, the surroundings condition determination section 502
determines whether or not the surroundings condition of the vehicle
M is one of congestion (step S404). In cases where the surroundings
condition is one of congestion, based on the acquired adjustment
position information 188, the drive controller 171 drives the
adjustment mechanisms for adjusting the positional relationship to
move specific operation elements to relax positions and transitions
to the semi-relax mode (step S406). In the processing of step S406,
for example, the accelerator pedal 71 moves the position of the
relax mode position, and the steering wheel 78 and the brake pedal
74 are moved to positions where an operation by the vehicle
occupant is possible.
[0207] In cases where the surroundings condition is not one of
congestion, the drive controller 171 determines whether or not
selection of the semi-relax mode by the vehicle occupant of the
vehicle M has been received (step S408). In cases where selection
of the semi-relax mode has been received, based on the acquired
adjustment position information, the drive controller 171 moves
specific operation elements to the relax positions by driving the
adjustment mechanisms that adjust positional relationships (step
S410). In the processing of step S410, for example, the accelerator
pedal 71 and the steering wheel 78 move to the positions of the
relax mode, and the brake pedal 74 is moved to a position where an
operation by the vehicle occupant is possible.
[0208] In cases where selection of the semi-relax mode by the
vehicle occupant of the vehicle M has not been received, based on
the acquired adjustment position information, the adjustment
mechanisms that adjust the positional relationships are driven to
move each operation element to the positions of the relax mode
(relax position) (step S412).
[0209] Note that the processing of step S414 to step S422
illustrated in FIG. 23 is similar to processing of step S106 to
step S114 in the first embodiment described above, and specific
explanation thereof is therefore omitted here. Note that the
processing described above is repeatedly executed at predetermined
intervals or at predetermined timings.
[0210] As described above, according to the seventh embodiment, the
levels of change to the positional relationships between the
operation elements and the vehicle occupant are controlled
step-wise so as to correspond to the driving mode. For example, in
the seventh embodiment, in the semi-relax mode, a driving operation
can be performed swiftly when the vehicle M requires emergency
avoidance by performing position adjustments on some of the
operation elements. This enables safety to be ensured when driving
the vehicle M. Note that some embodiments or all of the embodiments
out of the first embodiment to the seventh embodiment described
above may be combined with another embodiment.
[0211] Although explanation has been given above regarding modes
for implementing the present disclosure with reference to
embodiments, the disclosure is not limited to these embodiments in
any way, and various modifications and substitutions can be made
within a range that does not depart from the spirit of the
disclosure. Although a specific form of embodiment has been
described above and illustrated in the accompanying drawings in
order to be more clearly understood, the above description is made
by way of example and not as limiting the scope of the invention
defined by the accompanying claims. The scope of the invention is
to be determined by the accompanying claims. Various modifications
apparent to one of ordinary skill in the art could be made without
departing from the scope of the invention. The accompanying claims
cover such modifications.
* * * * *